VA-Vol-34-No-9-Sept-2006

AG

A N E

VOL. 34, NO. 9

SEPTEMBER

2006

C ONT' E N TS

1

Straight & Level by Geoff Robison

2

VAA News

4

VAA Awards AirVenture Oshkosh 2006

6

Restoration Corner Where to Start by Butch "Espie" Joyce

9

Th e Flagsh ip Detroit DC-3 Grand Old lady of American Airlines by Sparky Barnes Sargent

16

Th e Aircraft Yearbook Drawings An original piece of aviation illustration by H.G. Frautschy

18

My Fairchild Story A Fairchild 24G tugs at my heart by David Gustafson

26

Wally's Cessn a Old airplanes bring people together by Jennifer Jacob

34

Mystery Plane by H.G. Frautschy

36

Th e Vintage Instructor Don't hurry, be safer! by Doug Stewart

38

Calendar

39

Classified Ads

COVERS

FRONT COVER: The Douglas DC-3 "Flagship Detroit " restored by the Flagship Detroit Foundation,

highlights the Golden Age of Aviation 's brilliance, See Sparky Barnes Sargent's story on the grand

old lady of the airline, beginning on page 9. EAA photo by EAA's chief photographer, Jim Koepnick .

EAA Cessna 210 photo plane flown by Bruce Moore,

BACK COVER: Dave Gustafson, an editor of this magazine during the 1970s, has a new love, one

his wife Elena can share: a Fairchild 24G, powered by his favorite type of engine, a 145-hp Warner

Super Scarab radial. Photo by Dave Gustafson . Fairchild 24 flown by Carl Gustafson,

STAFF

Tom Poberezny Scott Spangler H,G , Frautschy Jennifer Lehl Kathleen Witman Ric Reynolds Jim Koepnick Bonnie Bartel Kratz Sue Anderson Advertising Coordinator Louise Schoenike Classified Ad Coordinator Colleen Walsh Copy Editor Director of Advertising Katrina Bradshaw Display Advertising Representatives:

EAA Publisher EAA Editor-in-Chief Executive Director/Editor Administrative Assistant Managing Editor News Editor Photography

Northeast: Allen Murray Phone 609·265· 1666, FAX 609·265·1661 , e·mail: aJ/elllnllrray@)nil/(lspring.wm Southeast: Chester Baumgartner Phone 727·532·4640, FAX 727·532-4630, e·mail: rba llm 111@millllspring.cum Central: Todd Reese Phone 800·444·9932, FAX 816·741·6458, e·mail: todd""pc·mag.com Mountain & Pacific: Keith Knowlton & Associates Phone 770-516-2743, e-mail: kekIiDwltoll@milidsprillg.com

GEOff ROBIS ON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

You had to be there!

Tom Poberezny got it right when he said, "You just gotta be there!" EAA Air­ Venture Oshkosh 2006 was yet another outstanding event. The Vintage area saw a great number of excellent activities. If you were present when the American Barnstormers Tour arrived on Tuesday, you were privileged to witness an absolutely unbelievable scene. I had no idea what to expect when they arrived at Oshkosh, but I can tell you this was an extremely rare appearance of a highly talented bunch of antiquers who were having the time of their lives. The carefully choreographed ar­ rival was quite a sight to see. You felt as if you had been transported back to the late 1920s. You could actually imagine yourself suddenly standing in a freshly cut alfalfa field when out of the blue sky came 18 antique air­ craft swooping onto the field. Everyone involved was meticu­ lously dressed in period clothing, rushing around arranging the aircraft into a barnyard-style gathering of fine machinery. Overheard on the loud­ speakers was Frank Rezich carefully announcing each arrival with the air­ craft type, the pilot, and his home­ town. Boy, these folks were having way too much fun. It was a real plea­ sure to finally meet all of these fine folks whom I had the privilege to work with in planning their visit to EAA Oshkosh 2006. Well done, folks. We hope to see you there again at a future event. Special thanks must go to Clay "Porkchop" Adams for pro­ fessionally holding up his end of the deal. You guys put on one heck of a show, and I know it was very much

enjoyed by the entire membership. With the Barnstormers Tour the headliner in the Vintage special dis­ play area, there were many other ex­ cellent gatherings of various types. We had a very nice display of air­ craft all sporting a variety of Conti­ nental engines in celebration of the 100th anniversary year of Continen­ tal Motors. We also saw a spectacu­ lar display of Short Wing Pipers in the Type Club parking area, along with a strong number of Swifts, 195s, Navions, a very lonely Beech Travel Air, and a really nice handful of Ti ­ ger Moths. r also really must mention that the Staggerwings had a strong showing of very beautiful aircraft in the an­ tique display area. And I know you sawall of those truly gorgeous How­ ards all in a row. There were actu­ ally 14 Howards there at the same time, mostly all parked together. I overheard that this awesome display likely represented more than 35 per­ cent of the remaining airworthy fleet of Howards in this country. What a magnificent sight! Many thanks to you all for making the Herculean ef­ fort to "be there." I hope you all had as great a time. Although I have written here about a great deal of the positives at AirVen­ ture 2006, r wanted to acknowledge that there a lways remains room for improvement. In the few short days since my arrival back home, we have heard about a number of perceived shortcomings (along with a num­ ber of really positive remarks) at this year's event. I am personally aware that the EAA board of directors is out

there surveying the membership and we contin ue to take a very careful measure of these remarks. So please continue to make the effort to com­ municate to the leadership what's on your mind regardless of whether it's a positive or a negative perception. Now, onto other great news. My Cessna 120 flies again! Whoopee! Even though the generator failed yet again during her maiden post-annual inspection so journ, it was great to get her back in the air. With the tempo­ rary loan of a spare generator, she's all spruced up and ready to go for our EAA Chapter 2 Young Eagles event this weekend. My 170 looks a little sad sitting in its hangar, de-cowIed and somewhat neutered as its annual inspection progresses. Let's hope this is a short-term problem. I am also pleased to report tha t VAA Chapter 37's new home is pro­ gressing quite nicely. This week saw the arrival of all the new steel sid­ ing and insulation for the com­ plete overhau l of our newly leased 50-foot-by-100-foot hangar at the AuburnlDekalb (GWB) Airport in Auburn, Indian a. The construction crew continues to report an aggres­ sive construction schedule. So stay tuned for o ur announcement of an open house event later this year to show off our new digs . EAA AirVenture Oshkosh 2007­ The world's greatest aviation celebra­ tion-Coming July 23-29, 2007. VAA is about participation: Be a member! Be a volunteer! Be there!

VINTAGE AIRPLANE

General Aviation's Agenda Set at Oshkosh Each year EAA brings government officials and general aviation representatives together at EAA Air­ Venture Oshkosh to cooperate on preserving and im­ proving general aviation. But it does not end there; the work done at AirVenture sets the agenda for continu­ ing dialogue throughout the year. These key issues will receive priority EAA attention between now and AirVenture 2007: Fight General Aviation User Fees

General aviation fuel taxes help pay for the nation's aviation infrastructure. That funding mechanism will expire in September 2007. The Air Transport Associa­ tion, a lobby for U.S. airlines, is calling for air traffic control user fees on general aviation aircraft and pilots and for a new governing board to control ATC opera­ tions-a board that would effectively be controlled by the airline industry. The general aviation community is solidly united against the airlines' proposal to pay less and control more. EAA will continue to express its opposition to the airlines' proposal, to Congress, the public, and the FAA. Reduce the Aviation Medical Backlog

EAA and its Aeromedical Advisory Council have led the way on this issue, with specific proposals for reduc­ ing the FAA's backlog of medical certification cases in Oklahoma City-especially special issuance certifica­ tions. The FAA adopted several of EAA's proposals ear­ lier this year. At the July 26 Meet the Administrator forum, Marion Blakey announced two more significant changes to ease the backlog: extending the interval for first-class medi­ cal certificates from six months to a year, and third-class medicals from three to five years for pilots younger than 40. The council will cootinue to work with the FAA to address this and other aviation medical issues. Support Aging Aircraft-'Keep 'em Flying'

Seven industry-led work groups are working on issues related to aging general aviation aircraft. That initiative was launched at an FAA Aging Aircraft Summit earlier this year; work groups gathered for a progress report at Air­ Venture. Officials from the FAA said the agency's goal is to keep aging airplanes flying safely, not to stop them from flying, and the FAA is looking for grassroots solutions to the challenges facing aging aircraft. EAA and VAA will continue to be an active participant in this process. 2

SEPTEMBER 2006

Finish Implementing the SP/LSA Rule

The FAA, with input from EAA and others, has made tremendous progress toward full and final implementa­ tion of the sport pilot/light-sport aircraft rule, issued in September 2004. Several areas of concern remain: • Complete the transition of all ultralight pilots who wish to convert to the sport pilot certificate by the January 2007 deadline, and complete the transition of ultralight trainers (so-caned "fat ultralights ") to light-sport aircraft by the January 2008 deadline. EAA is providing information, materials, and assistance to ultralight pilots and owners. • Allow amphibiOUS aircraft to qualify for the light­ sport aircraft category. The EAA will wor~ to resolve this issue in time to allow owners to complete the transition of amphibiOUS ultralights to light-sport aircraft by January 2008. • Support and promote the internationalization of light­ sport aircraft standards. Many countries have adopted, or will adopt, some version of SP/LSA. Australia has ad­ opted the ASTM voluntary standards for LSA; Europe and Canada are considering doing the same. EAA will support and promote this and other initiatives to cre­ ate a truly global LSA marketplace and community. Reduce the Regulatory Obstacles FaCing Air Shows

A new FAA air show waiver policy could place sig­ nificant hurdles in the path of AirVenture and count­ less other air shows and fly-ins held each year. EAA will continue to work toward improving the understanding and implementation of the new air show waiver policy, to maintain the outstanding overall safety record of U.S. air shows and to ensure the public can continue to enjoy flying exhibitions of aircraft and aerobatics. Preserve and Strengthen the 51 Percent Rule

The FAA's Sl percent rule, issued in 19S2, is the foun­ dation of the homebuilt aircraft movement. The FAA strongly supports preserving the Sl percent rule, but the FAA and EAA agree there are problems, including how to define consistently what constitutes Sl percent of the work of constructing an airplane and how to treat in­ creasingly popular "commercial builder assistance" pro­ grams that seemingly violate the letter and spirit of the rule. Blakey recently appointed a new Aviation Rulemak­ ing Committee (ARC) to advise the FAA on strengthening the rule, and named Earl Lawrence, EAA vice president of industry and regulatory affairs, as its co-chairman.

Blakey Brings News on Medicals, User Fees In her fourth AirVenture Meet the Administrator fo­ rum , FAA leader Marion Blakey made several medical announcements, discussed user fees, and reported on encouraging general aviation (GA) safet y trends before an overflow crowd July 26. The average time for receiving a special issuance medical certificate is now just 16 days , down from several months just a short time ago, she said, at­ tribut ing the improvement in pa rt t o her Meet the Administrator session last year. Blakey credited EAA's Ae romed ical Advisory Coun­

FAA Administrator Marion Blakey arrives at EAA AirVenture af­ ter a flight in EAA's Pitcairn PA-7 Mailwing, flown by EAA Direc­ ance process. Information technology investments at tor of Flight Operations Sean Elliott.

cil with creating ideas for improving t he spec ial issu­ the FAA are also making the improvement possible.

Blakey also announced she had signed off on the start of a rulemaking process to extend the term of a first-class medical certificate from six months to one year and to extend the term of third-class medica Is for pilots youner than the age of 40 from three years to five . These two changes alone will reduce annual appl ications by an estimated 75 ,000, resulting in quicker service for everyone . She also reported that the number of conditions for which participating aviation medical examiners (AMEs) can ap­ prove special issuance med icals has increased from 20 to 35. The FAA is also working with EAA and others to encour­ age more AMEs to participate in the special issuance program.

Sen. Inhofe Announces September ADIZ Hearings Sen. James Inhofe (R-Oklahoma) took to the EAA AirVenture podium Friday, July 28, to announce he would soon chair a hearing involv­ ing FAA, DOD, and DHS officials and leaders of GA organizations . The subject: the Washington, D.C., air defense identification zone CADIZ) and why those agencies have not justified its continued existence as mandated by the rules under which it was established. "Both Tom Poberezny and (AOPA President) Phil Boyer told me the FAA and the DOD (Department of Defense) and the DHS (Depart ­ ment of Homeland Security) refuse to meet with the aviation commu ­ nity," Inhofe said. "So I'm announc­ ing right now that in my committee room, on September 12, we're going to have the very top peop le at the FAA, DOD, and DHS meet with lead­

ers of GA organizations and discuss the future of the ADIZ." Th e senator, who chairs the En­ vironment and Public Works Com­ mittee, also announced he's against the amendment to the Clean Air Act t hat would require all fuel for motor vehicles, including that for GA a ircraft, to contain at least 10 percent alternative fuels (likely eth­ ano l) by 2010. "For every hour a general avia­ tion airplane is in the air, it 's some­ th ing like a million cars are driving around, so it doesn ' t make any sense to subject the aviation com ­ munity to t hi s imposition," he said. "I announce here, under no circum­ stances is that bill going to see the light of day. We're going to exempt aviation from the law." Inhofe, a longtime GA supporter and EAA member, attended his 27th EAA Oshkosh this year with his sons and grandsons.

-8 VAA Election Results During the annual VAA member­ ship meeting held Sunday, July 30, 2006, VAA Vice President George Daubner reported that 111 ballots were received from VAA headquar­ ters, and they were counted by trea­ surer Charlie Harris and Daubner. The following officers and directors were elected to two-year terms: OFFICERS President - Geoff Robison; Secre­ tary - Steve Nesse DI RECTORS Steve Bender, John Berendt, David A. Clark, Espie M. "Butch" Joyce Jr., Steve L. Krog, Jeannie Hill, Robert D. "Bob" Lumley, Dean A. Richardson. continued on page 32 VINTAGE A I RPLANE

3

200& ANTIQUE AWARDS ANTIQUE GRAND CHAMPION (GOLD LINDY)

1939 Lockheed 12A, N18906 Leslie Whittlesey Coto De Caza, CA ANTIQUE RESERVE GRAND CHAMPION (SILVER LINDY)

1944 Howard DGA-15P, N727ST Frederick Lundeen Olympia, WA BRONZE LlNDYS WORLD WAR II TRAINERILIAISON AIRCRAFT

1938 Lockheed Electra, N99K Kent and Sandy Blankenburg Groveland, CA TRANSPORT CATEGORY

1937 Lockheed Electra - 12A, NC18137 Ruth Holden San Luis Obisbo, CA CUSTOMIZED AIRCRAFT

1941 Waco UPF-7 , N30188 William Knight Brodhead, WI

OUTSTANDING CLOSED COCKPIT MONOPLANE

1941 Piper J3L-65, N35224 Myrt Strong and Bill Rose Barrington, IL OUTSTANDING OPEN COCKPIT BIPLANE

1941 Boeing A75N1, N63502 Daniel Barber Alexandria, MN CUSTOMIZED AIRCRAFT RUNNER UP

1944 Stinson V77, N9116H James Lane Sulphur Rock , AR OUTSTANDING

1942 Waco UPF-7, N39748 Joseph Norris Oshkosh , WI

SILVER AGE (1928-1936)

1930 Waco INF, NC864V Ted Teach Dayton,OH GOLDEN AGE

(1918-1927 )

1927 Swallow, N979 Charles La ird Indianapolis, IN

CLASSIC GRAND CHAMPION (GOLD LINDY)

1946 Piper PA-12, N92592 Scott Haggenmacher Jonesboro, AR CLASSIC RESERVE GRAND CHAMPION (SILVER LINDY)

1948 Stinson 108-3, N6364M Gene Engelskirger HinkleY,OH CLASSIC BRONZE LlNDYS

RUNNER UP

CLASS I (0-80 HP)

1929 Curtiss Wright Travel Air 4-0, N689K Bruce McElhoe Reedley, CA

1946 Aeronca Champ, NC83739 C Roberson Williamson, GA CLASS II (81-150 HP)

OUTSTANDING CLOSED COCKPIT BIPLANE

1936 Waco YKS-6, N16249 Paul Applegate Queen City, MO

1950 Cessna 170A, N9971A Mark Zilinsky Naperville, IL CLASS III (151 -235 HP)

OUTSTANDING OPEN COCKPIT BIPLANE

1930 Stearman 4E, N785H Alan Lopez Princeton, NJ

BRONZE AGE ( 1937-1941)

1937 Stinson SR-9F, N18425 Richard Rezabek Canyon Country, CA

CLASSIC AWARDS

SILVER AGE (1928-1936)

WORLD WAR II ERA (1942-1945)

1946 Beech G17S, N80309 Byron Reed San Antonio, TX

SPECIAL ACHIEVEMENT AWARD

The "Flabob Kids" 1941 Aeronca 65-CA, N33712 Ronald Caraway Apple Valley, CA

WORLD WAR II ERA (1942-1945) OUTSTANDING CLOSED COCKPIT MONOPLANE

1944 Howard DGA-15P, N663H William Scott Reno , NV OUTSTANDING CLOSED COCKPIT BIPLANE

1936 Bucker Jungmann BU 131, C足 GDWL Karl Pfister Thorndale, ON Canada

1950 Piper PA-20, N7491K Scott Schaefer Milford,OH BEST CUSTOM CLASSIC

1955 Dehavilland DHC-2, N67DN Douglas Devries Kenmore, WA BEST CUSTOM RUNNER UP

1954 Beech E35, N3214C Jeffrey Deaton Morehead City, NC CUSTOM CLASS A (0-80 HP)

SPECIAL AWARDS

1949 Mooney M-18L, N393A Elizabeth Collins Carnelian Bay, CA

RUNNER UP

CONTINUOUSLY MAINTAINED AIRCRAFT AWARD

CUSTOM CLASS B (81 - 150HP)

1937 Spartan 7W, N20200 Steve Marin Livermore, CA

1947 Fairchild 24R-46, N77661 Michael Thern Winona , MN

1946 Aeronca 7 AC, N83618 Jack McGlumphy Camfield , OH

BRONZE AGE (1937- t 941)

4

SEPTEMBER 2006

CUSTOM CLASS C (151-235HP)

OUTSTANDING TAYLORCRAFT

OUTSTANDlNG BEECH MULTHNGINE

1955 Piper PA-22-20, N20JC James Clark Chapman, KS

1946 Taylorcraft BC12D, X-BANC Jose Quintanilla Monterrey, Mexico

1963 Beech E18S, N8711 Steven Oxman Riva, MD

CUSTOM CLASS D (236 AND UP)

OUTSTANDING LIMITED PRODUCTION

OUTSTANDING CESSNA 150

1954 Beech B50, N3682B Steven Mohns Mt. Vernon, WA

1953 Taylorcraft 15A, N7915A Michael Cranson Marathon, FL

1961 Cessna 150A, N7225X Robert Martin Oakland, MI

OUTSTANDING AERONCA CHAMP

PRESERVATION

OUTSTANDING CESSNA 170/1721175

1946 Aeronca 7AC, N1968E Brandon Jewett Brighton, CO

1946 Globe Swift, N3303K Hal Cope Spring, TX

1957 Cessna 172, N8377B Robert Schaefer Tryon, NC

OUTSTANDING BEECHCRAFT

PRESERVATION

OUTSTANDING CESSNA 180/1821210

1948 Cessna 170, N4252V Daniel Wood Newnan,GA

1960 Cessna 182C, N182JV Jim Hollis Erie, CO

MOST UNIQUE CLASSIC

OUTSTANDING MOONEY

1947 Dehavilland Vampire MK-3, N6878D Carl Vernon Lago Vista, TX

1961 Mooney M20B, N74513 Jim Sopp Portland, OR

1947 Beech 35, N3088V John Startz Houston, TX OUTSTANDING CESSNA 120/140

1948 Cessna 140, N2165V John Von Linsowe Metamora, MI OUTSTANDING CESSNA 170/180

1954 Cessna 180, N3890C Bob Brandt Schaumburg, IL OUTSTANDING CESSNA 190/195

1949 Cessna 195A, N8266R Charmian Larson Spring, TX OUTSTANDING ERCOUPE

1946 Ercoupe 415-C, N2926H Arden Krueger Wausau, WI OUTSTANDING LUSCOMBE

1949 Luscombe 8F, N2225B Ronald Carson San Antonio , TX OUTSTANDING NAVION

1948 Ryan Navion, N4448K Andrew Woodside Ponca City, OK

OUTSTANDING PA-22 TRI-PACER CONTEMPORARY AWARDS

GOLD LINDY

CONTEMPORARY GRAND CHAMPION

1957 Piper PA-22-150, N7845D

Dave Fancett

Waterville, NY

1946 Piper J3C-65 , N70919 Charles Webb Fort Worth , TX

OUTSTANDING PIPER PA-24/30 COMANCHE

1964 Piper PA-30, N7331Y Hans Neubert Anaheim, CA

SILVER LINDY

CONTEMPORARY RESERVE GRAND

CHAMPION

1961 Piper PA-22-108, N5316Z

David Sanders

Golden, MO

OUTSTANDING PIPER PA-28 CHEROKEE

1966 Piper PA-28-140, N4128J William Stengl Minocqua, WI OUTSTANDING LIMITED PRODUCTION

BRONZE L1NDYS

CLASS I SINGLE ENGINE (0- 160 HP)

1956 Cessna 172, N5148A

Robert Kachergius (Owner)

Edward Turner (Pilot)

Mokena,IL

CLASS II SINGLE ENGINE (161-230 HP)

OUTSTANDING PIPER J-3

1957 Piper PA-22-150, N8430D David Geiger Murphysboro, IL

1964 Mooney M20Cj D, N1926Y

Randy Moore

Brookline, NH

1962 Navion G, N1011M Greg Stewart Bottineau, ND PRESERVATION AWARDS

1966 Cessna 172, N3626L Steve Koshar Coloma, MI 1959 Piper PA-24-180, N5751P Jerry Ross Weatherford, OK

CLASS III SINGLE ENGINE (231 HP & HIGHER )

OUTSTANDING PIPER OTHER

1948 Piper PA-17 , N4612H James Hudgin Lewisburg, TN

1959 Piper PA-24 , N6090P

Mike Neunteufel

W Chicago, IL

CUSTOM MULTI ENGINE

1967 Piper PA-30, N245MW Mark Wagner Keller, TX

OUTSTANDING IN TYPE

OUTSTANDING SWIFT

OUTSTANDING BEECH SINGLE ENGINE

OUTSTANDING CUSTOMIZED

1948 Temco GC-1B, N1948J Mark Holliday Lake Elmo, MN

1960 Beech M35 , N9802R

John Schutes

Brimfield, MA

1964 Cessna 185C, N99HP Howard Morgan Longmont, CO VINTAGE AIRPLANE

5

Current Editor's Note: This is one of a series of articles concerning the restoration of vintage aircraft. The original series started in the February 1986 issue of The Vintage Airplane and ran until early 1987.

Where to Start BY ESPIE "BUTCH" JOYC E

From the very start of your project you will need the assistance and co­ operation of an A&P mechanic or an IA who will help guide you through the job. This person will be looking over your shoulder to be sure that everything is done prop­ erly because he is the one who will be signing off on your workmanship. At all costs, find a knowl­ edgeable and enthusiastic A&P or IA to help you. You may already know one, but if not, contact an EAA chap­ ter or Vintage chapter and ask for a recommendation. If you need to find a chap­ ter, visit www.eaa.org and use the chapter lookup fea­ ture. There should be at least a few folks at your local chap­ ter who can direct you to someone who will be glad to assist you. Also, talk with peopl e who have rebuilt their own airplanes and ask who helped them. There may be mechanics at your local airport; they could be a lot of help. It is becoming increas­ ingly difficult (and I don't mean this in a negative way) to find an A&P who can explain to you how to re­ cover, rib stitch, dope, or do wood­ work on older aircraft. This is not because A&Ps are not interested but because many have not had the ex­ posure. There may be some new A&Ps who would appreciate the experience they could gain through your project.

It could be a tradeoff situation where you could teach them your special skills and they could teach you theirs. Most A&Ps like their work, but they must be compensated. Many have ex­ isted on starvation wages for years.

You will be sorely disappointed if you wait until you are 60 percent completed with your project before contacting a mechanic to sign off your workmanship. By then much of the work you have done will be covered and it will not be possible to inspect it thoroughly. Remember, regardless of what charges accrue, your A&P does not have to put his name on the REPRINT ED FR OM

6

SEPTEMBER 2006

Vintage Airplane JUNE

1986

line for your workmanship . That's something the two of you will need to work out. Be honest and upfront with him because you are holding his livelihood in your hands. We all know what the liability situation is today. If you can, try to stay with one person to main­ tain continuity throughout the project. Before you actually start working on your project, you need to consider where you will be working. If you are new to an area, an EAA chapter member will prob­ ably know of an area, shop, or T-hangar you can use. Get together with him and investigate the arrange ­ ments. Some chapters have community hangars. Your A&P may also know of a place where you can work. He may even have a shop at a local airport you could share with him. Contact other re­ storers and find out how they solved the problem. Some people like to work at home. From my experi­ ence, working at home can be a four-headed monster. It's not much fun having your kids come in, open your dope cans, and spill the contents all over the floor. Working at home can also be lonely. People tend not to drop by your home to see your progress as much as they would if you were at a different location. Working at home can be ha z­ ardous , as paint fumes can get into

your house. Also, a lot of flammable liquids will be stored where you are working and your welding torch is an easy source of ignition. Finally, working at home may upset your neighbors. Those of us who live in rural areas don't have to worry about this, but in nice devel­ opments neighbors just don't appre­ ciate seeing a trailer sitting outside with wings, etc., on it or watching you tie the tail of your airplane to a lamppost and fire up the engine for the first time in years, smoking up the entire neighborhood. You might consider renting a T­ hangar at the local airport. This could be fun, as some of your friends may be working nearby and your hangar could become a gathering place. Be­ fore long you will be outside cooking hot dogs and hamburgers on a Sun­ day afternoon. You may even want to invite the family. Of course, you will first need to check with the fixed base operator or airport manager to make sure work­ ing in a T-hangar is allowed. A com­ mon restriction of many FBOs and municipal airports is the fueling of your own aircraft in a T-hangar. They want this done outside. Another pitfall to avoid is select­ ing a work area so far from home that you can only get there on the week­ ends. If you're too far away you'll likely never finish the project. Where an EAA chapter has a com­ munity hangar they probably will have an air compressor and other tools. This may be your best bet. There will usually be a group hang­ ing around that wants to pitch in and help. This will simplify a project and make it go much faster in the long run. Some folks will build a small shop or garage behind their house and work there. People will come by there more often than they would your basement. When you have found a place to work and a knowledgeable person to help, you're ready to begin . Again, make sure you have an A&P or IA in­ volved with your project from the very start. It's ideal that he see how every­ thing looks before it's cleaned up.

It is also a good

policy not to

disassemble more

pieces than

necessary at

one time.

Disassembly Rebuilding an aircraft is an elabo­ rate process. Rather than get into all the details, I'd like to give an over­ view of what I consider the correct way to start a rebuild. The first step is the tear down, or disassembly. I think it's important to keep in mind that aircraft compo­ nents are basically fragile items. They have to be light enough to fly. When we disassemble or move them, we need to treat them like a crate of eggs. Remove the fabric gently and keep it so you will know where to install the inspection rings and where the con­ trol cables exit, etc. All the items need to be stored carefully in a dry place, ideaUy where there will be no overspray and no mice or rats. Did you know that field mice and rats just love rib stitching cord? Nothing is more disheartening than to do a beautiful cover job on a wing, set it aside, and later find that all the rib stitching has been eaten from in­ side the wing. When you store items, tape them up so these critters can't get inside and make a mess. They do not like to go outside at night in the cold to use the john, so if they make their nest in your wing, it can cause worse damage than battery acid, es­ pecially to aluminum. Try to store the items not currently being worked on out of the work area as this protects them from possible damage. It is also a good policy not to disas­ semble more pieces than necessary at one time. Restore one piece at a time at least through silver or through the primer if it is all metal. (Maybe you would want to finish painting an all-

metal part). Store each piece in a safe area before starting the next one. For example, if you disassemble the fu­ selage at the beginning of the proj­ ect and then spend a couple of years working on the wings and tail pieces, when you get to the fuselage you probably will have no idea how the trim tab cables ran. Also, I strongly advocate taking a lot of photographs during the disassembly-it makes re­ assembly so much easier. It is helpful to keep the project in proper perspective. I look at the total project as individual projects. For ex­ ample, 1) the engine; 2) the fuselage and all it encompasses, including the landing gear, interior instruments, etc.; 3) the wings (probably the big­ gest single item in a project are the wings); 4) the tail (you will be sur­ prised that the control surfaces will probably take as much fabric, mate­ rials, time, and energy as the wings). Other miscellaneous items are the en­ gine cowling, fairings, struts, etc.

Inspection and Choosing the Finish After disassembly, examine each item with the A&P who is helping you. Look for dry rot, corrosion, and things of this nature. Then discuss the items with him and agree on a method for cleanup. I'm a corrosion engineer and a coatings inspector so I'm going to get on my high horse now. The finish­ ing process will most likely determine the cleanup method for a particular item. On a fabric-covered plane you might choose Stits, Ceconite, etc. If it is a metal airplane, you could se­ lect Alumi-grip, DuPont Imron. All of these manufacturers have their own procedures and now is the time to read all the information available to you concerning the method. Also, you may want to talk to people who have used the different processes. Be sure to decide on a process that will make you happy. You are the one who has to be satisfied with the end result. When you have decided what process to use, be sure to follow the manufacturers' recommendations. They have invested a lot of time and VINTAGE AIRPLANE

7

money in perfecting their processes and you can rest assured they want satisfied customers. Remember to use one sys­ tem throughout; do not mix systems. I must stress that proper surface preparation is the key to success. Paint­ ing over corrosion is wasted money. It is also unfair to would-be buyers. Another of my opinions that will probably cause some static is to stay away from acid dips for surface prep­ aration. These big acid tanks might be okay for stripping furniture and things of that nature, but it just takes a pinhole for acid to get inside of the tubing; the acid will eat it away. I know a gentleman who took an airplane engine mount to a local ra­ diator shop and had them put it in the radiator vat to remove the paint. Later he applied epoxy primer and two good coats of finish paint, hung it on the wall, and before he finished his project, the mount was ruined.

Locating Parts Rep lacement parts are something we need to consider when we start rebuilding. Several catalogs list avail­ able parts, but be sure they are FAA approved. Some used parts are avail­ able, but you should make sure they are serviceable . For example, if you buy a prop, be sure to take it to a prop shop and have it inspected. The type clubs such as the Cub Club, Staggerwing Club, the National Waco Club, and the International Cessna 120/140 Association, to name a few, are excellent sources of infor­ mation and parts. I highly recom­ mend that you participate in these types of organizations. Obtaining parts for some of these airplanes can be an interesting adventure and you will enjoy meeting new friends.

Engine The engine may be something you will want to have done by someone else, as there are a lot of special tools required for engine work. However, you might want to disassemble your own engine, clean up the parts your­ self, then take them to a reputable engine shop and have them checked to see if they are serviceable. As an ex8

SEPTEMBER 2006

ample, I once had a 150-hp Lycoming that I planned to install in a Pacer. I tore this engine down myself and took it to a local shop. Everythi ng checked out satisfacto­ rily except for the camshaft and a cou­ ple of gears in the accessories case. The inspector red-tagged them and I asked if they were cracked. He explained that he had not magnafluxed the parts because t h e lobes were discolored and there were a couple of discolored places on the teeth of the gear. Now, I defy anyone to put a new camshaft in an engine, run it for two hours, pull it out, and not find it discolored! I took the parts back to my shop, got out my buffing wheel and com ­ pound, and shined them up like new. About 30 days later I went back to the local shop, handed these parts to the inspector, and asked him to check them. This time they tested perfectly and he wondered where I found such magnificent parts. I had just saved $250. Being so involved gives you some contro l over parts that might be turned down . Also, this gives you time to shop around for other needed parts. Once you have all the necessary parts and other pieces and have them tagged, take them to the shop and have the engine assembled and run on their test stand. It is my opinion that you can save as much as 50 percent on the overhaul this way.

Continued Progress The following suggestions should help expedite your project. It's very easy to get bogged down in details. Don't let this happen to you. You need to get the airplane flying and then take care of the details. This will keep you from growing discouraged . One tip is to make a presentation book with a ll those good pictures you've been taking. This will garner points in judging if you are asked to compete for awards. From time to time it is inevitable that you will get into a disagreement with your A&P over certain items. You may very well have a va lid point, but be sure to get your facts together with documentation to prove you're right.

Research your airplane if you plan to make it original. Be able to doc­ ument everything on your rebuild. This is when a good presentation book will be invaluable. Over the years I have restored sev­ eral basket case classics and antiques and am rebuilding my Bonanza while keeping it flying. I am still working on it and plan on having it finished the way I want it in a couple of years. At times, it is just plain dirty and boring mechanic's work and you will have skin peeling off your hands from the stripper, but at other times it will be very satisfying. If you just put everything into proper perspective and don't pro­ crastinate, you too will be able to hear from the line boy, "Boy, that's the best-looking Bonanza." Or you may hear the guys in the tower ask you, "Er, 390, we were just wonder­ ing what year is that Bonanza?" Of course, my reply invariably is, "0h, it's just an old '53 model with 6,500 hours on her." Then I grin to myself and taxi to the ramp. Another one of my joys is flying my clipped-wing Cub to a local "pig picking," walking a few yards, and then looking back (because I can't walk away from my airplane without looking back) , on ly to see 15 pilots looking her over. That's the satisfac­ tion I get for all the hard work. I guess what I am trying to say is that it takes 100 percent effort to complete a project. Why not give it 105 percent and then you too can have these types of feelings when you fly your pride and joy? Don 't let the excuse " I don't have the talent" cut you short. Get asso­ ciated with a Vintage chapter or an EAA chapter. There is an unbeliev­ able amount of talent in these groups if you will just ask around. Most people are very modest about their talents but are very willing to help. With some assistance, you can reach any goal. Goals are very important . Goals, priorities, and a schedule are the main ingredients in the success­ ful rebuild of a Vintage airplane. Good luck with your project and don 't be afraid to ask for help . .......

F agship

Detroit DC 3

The

Grand Old Lady of American Airlines

The Flagship Detroit won the Transport~t;;;;;;;:;;r.ji;;;;~=;aw;;;a;;r;:;jd!;adt~S~u;n-;';n---J Fun 2006.

Cockpit of the DC-3.

The newly created interior of the -passenger Flagship Detroit adheres to the 1937 standards, including seat and curtain color, and overhead bins complete with pillows and blankets for passenger comfort. An interesting note is that there is no seat numbered "13." 10

SEPTEMBER 2006

tray in a passenger seat armrest-re足 ceived utmost attention.

An individual light, stewardess call switch, and air vent for each window seat enhance passenger comfort.

happily answering a myriad of questions from both young and old admirers who were drawn to the great ship's side. George Dennis, president of the foundation, likes it that way. His pas足 sion for DC-3s awakened when he had the opportunity to fly one when he was younger. "They were exciting then, and I'm flying one again now, and I'm super excited. I had gotten to the pOint, and don 't take it wrong," Dennis says, elaborating on his ca足 reer as captain with American Air足 lines, "where it was just a little boring getting into 'Triple 7s' and flying 14 hours. This brings excitement back into my life. This is what flying is all about for me, and we are spreading

View of the engine from a passenger's seat on the left side of the DC-3.

the word to our younger generation, teaching them to never forget the heritage of these beautiful airplanes."

Foundation crewmember David Hendry enjoys his very first flight on the re­ cently restored Flagship Detroit.

Foundation director of maintenance Terry Barker shows the articulating framework for a passenger seat, newly buiH from the original specifications.

The Early Days C.R. Smith, president of American Airlines in the early days, is credited with being the catalyst behind the de­ velopment of the DC-3. In 1934, he held a two-hour telephone conver­ sation with Donald Douglas, during which he conveyed his proposal for building a new version of the DC-2 that would have sleeping berths for passengers. By the end of the conver­ sation, Smith had accepted the idea, and the Douglas Skysleeper Transport was soon to become a reality. It fea­ tured larger wings and tail surfaces, a heavier gross weight, and more pow­ erful engines to maintain its perfor­ mance. Then Smith took it one step further. He realized that the airplane was capable of carrying 21 passen­ gers-if the sleeping berths were re­ placed with seats-and thus the DC-3 evolved into the popular airliner that propelled the industry into the future. The DC-3 was a solid performer with a top speed of 200 mph and a maximum range of 1,200 miles . It took only 15 hours for it to fly coast to coast. It quickly developed an ex­ cellent reputation as a safe, com­ fortable, and easy-to-fly airliner, and the other airlines were eager to fol­ low American Airlines' lead. At last, the airlines could profit from carry­ ing passengers, as opposed to relying upon government airmail contracts.

In five years' time, 32 airlines placed orders for more than 400 DC-3s. When our country became em­ broiled in World War II, commercial production was stopped, and Douglas began producing the C-47 Skytrain­ the military version of the DC­ 3, which was often nicknamed the "Gooney Bird. " They were also flown during the Berlin Airlift, and the Ko­ rean and Vietnam wars. After World War II, hundreds of the DC-3s were converted to carry 28 passengers, and many more were used in agricultural and firefighting applications. Today, there are estimated to be around 400 DC-3s still flying . The American Airlines Flagship Detroit, NC17334, was manufactured in late 1936 and delivered to American on March 2, 1937. She was the 34 th of 84 DC-3s that were purchased flown by American from 1936 to 194 7. The DC-3s that were built for American had the passenger door installed on the right-hand side of the fuselage, instead of on the left side where the baggage and mail doors were located, because Smith didn't want his pas­ sengers to see the cargo being loaded as they boarded . He also adopted a nautical theme for his company and called the airplanes " flagships"­ naming each one after the city or state that it served.

The Restoration The Flagship Detroit Foundation purchased NC17334 in August 2004. In under two years' time, the devoted and relentless efforts extended by a multitude of individuals resulted in the DC-3's metamorphosis from a bare-bones cargo plane to its present award-winning restoration . Terry Barker, an American Airlines 777 check airman and foundation maintenance director, says there were many modifications necessary to re­ store the DC-3 to her original 1937 stature. Perhaps ironically, modern technology facilitated the process . "The interior panels are made from MD-80 side panels, and the carpet is from a Boeing 727," says Barker, add­ ing "the bulkhead by th e radio rack used to be plywood , and the floor­ boards were originally three-quar­ ter-inch marine plywood; they have been replaced with honeycomb car­ bon fiber material, which is incred­ ibly lightweight, but very strong." Additionally, the passenger seats have all been newly fabricated via orig­ inal specifications, thanks in part to computerized design technology. "The guys at our Kansas City base built ev­ ery one of these chair frames, complete with the ashtrays in the arm rests, and all of the mechanisms. The seats not only recline, they also articulate," exVINTAGE AIRPLANE

11

plains Barker, who praises their work­ manship by saying, "The metalwork and structural work done by the me­ chanics in both Kansas City and Alli­ ance is great-it's like artwork." Other distinguishing details in­ clude soft blue pillows and plas­ tic-wrapped orange blankets in the overhead bins, blue window cur­ tains that match the upholstery, and, above each window seat, an air vent, reading light, and flight attendant call button. Yet another detail, which the casual observer may fail to detect, is that the seat numbers go from 12 to 14-there is no seat numbered 13. And then there are the power plants, which, according to Barker, 12

SEPTEMBER 2006

"This is what flying is all about for me, and we are spreading the word to

our younger

are upgraded versions of the original Wright Cyclone SGR 1820 G2s . The R1820-S6S has more cooling fins on the cylinders. "We installed pre-oilers on the engines-this airplane was ac­ tually the test bed for that application on Wrights, and they are STCd for these engines now," explains Barker. Hamilton Standard constant-speed, full-feathering metal propellers were original equipment, and today it has Hamilton Standard 23ESO Hydro­ matic propellers.

Flying the 0(-3 Mabbitt, with 900 hours of DC-3 flight time, exudes a calm and quiet confidence in the cockpit, and makes

generation, teaching them to never forget the heritage of these beautiful airplanes." -George Dennis everything about operating the Flag­ ship Detroit look easy-from start­ ing the engines to taxing through a crowded air show taxiway/exhibit area and taking off, to touching down softly on terra firma again . And although Barker says he "tells the guys it's not a hard aircraft to fly, and the engines aren't hard to start," there is a ritualistic procedure for

Sheila Mabbitt and George Dennis go over the starting procedures in the cockpit. starting the engines, and important lessons to learn about ground-han­ dling the DC-3-especially for those with little tailwheel time. For example, here's the basic start­ ing procedure that Barker describes: "Turn the battery switch on, then select which engine you're going to start, reach up and put three fingers on the ignition boost, starter and primer all at once, and look out the window at the engine. Typically, you start your right engine first, because you can hear it. If you start the left one first, when it's running you can't hear the right one. Back in the day, they would do that because they had very inexperienced copilots and they didn't want them starting the right engine . Then press the starter but­ ton, count nine or 12 blades, hot or cold, press the fuel pump on, throw the magnetos on , and hit the boost. The boost is an induction-vibrator that makes the spark plugs fire all the time, because the engine needs a lot of high-energy ignition to get it to turn over. Leave the mixture in idle cutoff, and then start 'tickling the primer' as they say. This engine is supposed to be able to run on the primer as it's starting . Then once you're sure it's started, you can throw the mixture up, but you stay on the starter and the ignition until you're VINTAGE AIRPLANE

13

positive it's done that. Then come off the starter and the boost and if it runs, great. If it doesn't, you may have to give it a shot of prime, but leave the throttle alone-just let it sit there and run. Otherwise it can backfire, and that comes up through the carburetor. The old hands would tell you that backfiring would blow a carburetor right off the top of the en­ gine. Then you repeat the procedure for the other engine." Barker emphasizes the need to learn how to operate engines like they did in the 1930s and 40s, and to "do it properly, because we want to take care of the aircraft and be flying it forever. As maintenance di­ rector, I tell our enthusiastic foun­ dation crew members, 'I'm going to make the airplane flyable as best I can for you, and I want you to fol­ low procedures like you've never followed them before. Check your ego at that door, make sure you ask the question if you don't know.' I want them to understand that it's one thing to be technically legal in the airplane; it's quite another to be proficient in it." 14

SEPTEMBER 2006

The Foundation Dennis, reflecting upon the gen­ esis of the Flagship Detroit Founda­ tion, shares that he "first had the idea about 10 years ago, when we found the original Flag­ ship El Paso.

time, and the Logo of the Flagship managemen t Detroit Foundation. didn't want us to do it. When the new management came in, I went right to our president, and he has en­ couraged me the whole way. He's been very supportive by giving us access to a lot of history from the C.R. Smith Museum-it's been a good partner­ ship between us and American." David Hendry, a foundation crew member and American Airlines 737 captain, clarifies a common misunder­ standing that American Airlines now owns the Flagship Detroit, by elabo­ rating that "the foundation members own this airplane, not American Air­ lines. With that said, American has

helped us-not financially-but in many other ways, such as donating hangar space at Dallas-Fort Worth ." The foundation is open to anyone and currently has about 200 mem­ bers. Of those, seven are DC-3 pilots and 33 have signed up to earn their type ratings. Hendry describes the nonprofit organization's membership options this way: "You can become a member by donating $100. If you have adequate flying time, and want to donate $3,500, we will make you a copilot and you will fly the airplane. If you have adequate experience and/ or tailwheel time, and you want to donate $7,000, you can get a type rat­ ing in the airplane."

Individual Expertise It takes a lot of devoted people working together to keep a foundation thriving, and ultimately lead it to suc­ cessful fruition of its restoration, flying, and educational public relations goals. To that end, numerous members of the Flagship Detroit Foundation have volunteered their time and individual expertise in a variety of ways. These individuals include: David Hendry

and David Gorrell, who have written and compiled an operations manual for the DC-3; Terry Barker, who has been an integral part of the airplane's restoration in his role as maintenance director; Dave Buffington, who has done a lot of administrative and or­ ganizational work; Zane Lemon, who has been in charge of public rela­

tions and promotion; Ron Tallent and Sheila Mabbitt, who have contributed their DC-3 flying skills and knowl­ edge, along with David Liscomb and George Dennis; Preston Jones, who has been instrumental in the accuracy of the interior restoration. And the list doesn't stop there. It continues with all of the American Airlines mechan­ ics-many of whom had never before worked on a DC-3-who were autho­ rized by American Airlines to volun­ teer their time and talents. "I don 't have all their names, but we had more than 25 mechanics in Kansas City who worked on the en­ gines and mechanical airframe com­ ponents, as well as more than 65 in Alliance who worked on the in­ terior, " says Dennis, adding with a smile, "a nd what's really neat is that so many of the young mechaniCS, especially, just love working on the DC-3. And talk about quality work-I have nothing but praises for the me­ chanics who have volunteered their

younger generation about the air­ line industry's early days, and also about making dreams come true. Mabbitt, who has been a flight attendant for American Airlines for 14 years now, says that, "as a child I always wanted to be a flight atten­ dant, and after a year of that, I de­ cided the real adventure was going to be as a pilot. It was kind of a se­ cret dream of mine. I've been flying DC-3s for two and a half years now, for a freight operator, Ron Tallent, in Morristown, Tennessee. I love having the opportunity to fly the Flagship. It's lots of fun." And now, th ere are new oppor­ tunities for others to fulfill their own dreams-whether they dream of earning their DC-3 type rating, experiencing a flight in one, or sim­ ply being able to stroll up the aisle toward the cockpit and allow their imaginations to transport them back in time to 1937. What began as George Dennis' personal dream of restoring and flying an Ameri­

Awards ... and Dreams

can Airlines Flagship, has now flourished through passion and per­ severance into an actualized dream shared by many who love the leg­ endary DC-3. For more information about the Flagship Detroit Founda­ tion , or where their DC-3 is sched­ uled to appear, visit them online at www.flagshipdetroit.org. .......

The judges at Sun ' n Fun joined in the chorus of praises for the de­ tailed restoration of this 1937 Doug­ las DC-3, by awarding it Transport Catego ry Champion thi s year. Yet there is more to the Flagship Detroit Foundation's mission than winning awards-it involves educating our

VINTAGE AIRPLANE

15

THE AIRCRAFT

YEARBOOK

DRAWINGS

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SEPTEMBER 2006

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An original piece of aviation illustration

BY

n 1919, the Aeronautical Cham­ ber of Commerce was founded. Its 100 charter members tasked the organization lito foster, ad­ vance, promulgate, and promote aeronautics, and generally, to do every act and thing which may be necessary and proper for the advance­ ment" of aviation in America. To that end, it published, starting in 1919, an Aircraft Yearbook. Each yearbook was published at the beginning of the year following the year in which the data was collected; i.e., the 1925 Aircraft Yearbook was to be filled with news and information about aircraft produced during 1924. The associa­ tion survives to this day, renamed in 1959 as the Aerospace Industries As­ sociation (AlA). By 1921, three-view drawings were included for many aircraft types, and those drawings continued until the late 1940s. For a number of years surrounding World War II, one of the artists was a young fel­ low named Harry Pack . Through one of those wonderful series of co­ incidences that often results in the preservation of aviation history, a number of Harry's original drawings still exist, and a longtime aviation enthusiast and friend of mine, Bill Hannan, recently donated one ex­ ample to the EAA library.

I

Left: Harry Pack, who likely created this drawing in late 1936, drew the Waco C-6 Custom Cabin biplane using ink on drafting linen. Bill Han­ nan of Magalia, California, recently donated this original drawing to the EAA library.

H.G.

FRAUTSCHY

The drawing's route to EAA was a bit circuitous. A few decades ago, George Townson, whom many re­ member for his extensive involve­ ment with autogiros , and for his authorship of Autogiro: The Story of the Windmill Plane, was working

By 1921, THREE-VIEW DRAWINGS WERE INCLUDED FOR MANY AIRCRAFT TYPES

.. . THE DRAWING'S ROUTE TO

EAA

WAS A BIT CIR­ CUITOUS. with Pack in the engineering depart­ ment of an aerospace firm . As Harry was cleaning out his desk one day, he offered a few of the drawings he'd done for the Aircraft Yearbook to George, who accepted them and tucked them away. He later passed them on to Bill, who is a full-size and model autogiro aficionado, who also

recognized them as precious artifacts of aviation history. That's how the drawing was preserved for later do­ nation to EAA's collection . The drawing itself is ink on fine linen and is in good condition, with some minor staining. Fine linen used for drawings was prized by women of the day, who would wash the sizing and ink from obsolete drawings and then use the cloth to fashion hand­ kerchiefs and other fine linen goods. This drawing was most likely drawn in the latter half of 1936, for publi­ cation in the 1937 Aircraft Yearbook . Harry was a young man when he started drawing for the yearbook-by some estimates as young as 18. Nei­ ther Bill nor I know much more about Harry, or even if he's still with us. If any members can help us fill in some of the details of Harry's life, we'll share them with the readership. Harry ap­ pears to have done the three-views from sometime in the 1930s until the postwar period. Differences in style, including lettering, dimensioning, and line weights, in the drawings prior to the mid-1930s make it clear to me that other artists were involved in the creation of the drawings prior to Harry's work. Back in the 1990s, John W. Mc­ Donald published a compendium of the Aircraft Yearbook drawings and had 1,000 copies printed. Long since sold out, Aircraft Yearbook 3­ View Drawings (1903-1946) may show up for sale on websites on oc­ casion. All of Harry's drawings done for the yearbook are included, along with the artwork by other contrib­ uting artists. ....... VINTAGE AIRPLANE

17

•

Story

alrC

A Fairchild 24G tugs at my heart ARTICLE AND P HOTOGRAPHS BY D AVID GUSTAFSON

It was the roll-down windows in the Fairchild 24 that got my attention. The idea that you could fly around the countryside with those windows wide open and your el­ bow hanging out ... well, it always seemed like that's the way to really see and enjoy the scenery below. It's a fly­ ing automobile. Too bad Cessna never saw fit to allow the pilots and passengers in their stalwart Skyhawk or brut­

ish Skylane to enjoy the same vantage on summer days. Yes, it's noisy with the windows open-and breezy-but there's something about peering through an opening that's not buffered by Plexiglas. It makes for a "Glory Hal­ lelujah!" feeling that no modern airplane driver is ever go­ ing to enjoy. It's hard to explain why I had to go through 11 other

airplanes before realizing a self-evident truth. Part of it had to do with a silly idea that I could really integrate an aircraft into my business-actually use it for business travel. Then there was that period when, armed with de­ lusions of immortality, I started flying into clouds on IFR flight plans. There were a lot of reasons, I suppose, and though I looked longingly at a number of Fairchild 24s at numerous fly-ins over the years, it wasn't until the sum­ mer of 'OS that the prophecy (there had to be one some­ where) fulfilled itself. It was a typical Trade-A-Plane adventure . .. the kind that reminds you that life's what happens while you're making plans: Someone had handed me a current copy, and I started leafing through it with no desire to buy anything. Just looking. There are always several catego­ ries I visit when time permits me the lUXury of skimming TAP. One of those regulars, for several decades, has been the Fairchild category. I didn't know it at the time, but I was about to take a big step-one that measured 7 feet 4 inches high, 36 feet 4 inches wide and 23 feet 10 inches

long. My unexpected appointment with roll-down win­ dows began with a classified ad: "1938 Fairchild 24G, 'Museum Quality' ...." It had the requisite Warner Super Scarab (series SO) 145-hp radial engine. Guess I'm one of the few who pre­ fers that over the 165. Now, I realize it's politically in­ correct to criticize Ranger-powered Fairchilds, but those long-nosed monsters have always turned me off as much as the radials turn me on. It's an aesthetics thing that has to do with appearance and sound. Granted, to my eye the early in line Rangers (145-150 hp) were less offensive (Le., shorter) than the later 200-hp installations, but in my book nothing beats a round cowl, except maybe a round bump cowl, like Fairchild had on their earlier 24-C8C model in 1934. With everything inside of me saying "Don't do it!" the tire-kicker instincts took over and I called. The owner wasn't selling it, a friend of his had volunteered to deal with buyers, and it took awhile to extract the information I deemed necessary. One thing was clear: He was ebullient

Idaho's wandering Snake River makes an excellent backdrop to the Fairchild. The Deluxe models had flaps, but with all that strut work, it was a superfluous addition. about the appearance and quality of this aircraft. The owner had hangars with five or six other museum exhib­ its and simply didn't have the room to store or the time to fly this one. Okay, I live in Boise, the aircraft was in Port Townsend, Washington, and my son Carl was living in Bellingham, fly­ ing for Kenmore Air. I asked him to go look at it, and he came back, after a brief flight, with an elevated case of uncharacteristic enthusiasm. "It sure is nice, Dad." He was impressed. "Looks like it belongs in a museum." It was taking on the qualities of a Dream Machine. A few more phone calls and I found myself making reservations with Southwest Airlines to fly over to Seattle. I bought a one-way ticket. This much I knew: The aircraft was a Fairchild 24G, manufactured in 1938, and it had gone through a bare frame restoration and MOH in 1991. As of August 2005, it was 170 SMOH with good compression. Granted, that's not much flying for 14 years. However, the pictures I'd been e-mailed did show a classic lineage in stellar condition. Flashback: It turns out that the model 24G began pro­ duction in April 1937, and before the model designation changed again, to a 24J on Halloween in 1937, Sherman Fairchild's busy factory in Hagerstown, Maryland, pro­ duced a hundred copies of the G. Some of those 24G cop-

ies were finished in 1938, including the one I was still unknowingly getting ready to buy. There were two variations of the 24G: the Standard (the first four-place version of the 24) and Deluxe (a three-seater that had been the configuration for the 24s since their inception in 1932). The Deluxe, which added $600 to the modest base price of $5,290, featured a number of style enhancements de­ signed by Raymond Loewy, whose

As we walked out

onto the ramp at Galvin and I saw the Fairchild materialize

daytime job was designing Stude­ bakers and refrigerators for Sears (read about him at www.raymond­ loewy.com). The accoutrements Loewy lavished on the Deluxe model added 60 pounds; hence the three-seat limitation. Add-ons included the highly desirable roll­ down windows; wheelpants (re­ ferred to as "wheel streamlines"

before my eyes, I could feel the huge cashier's check in my shirt pocket reading the rites of secession. . .. the Standard model got some

20

SEPTEMBER 2006

skimpy fenders); flaps; mohair up­ holstery; electric fuel gauges; some additional instruments; and a 16-coat, hand-rubbed paint job (as opposed to 11 coats, applied without any hand rubbing, on the Standard). The distinction be­ tween Standard and Deluxe was a clear attempt to appeal to those fortunate few who still had plenty of cash on hand during the Great Depression. However, most peo­ p le considered four seats better than three, so they kept their spare cash and opted for the more utilitarian Stan­

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The Idaho fannland provides an excellent backdrop for this early spring shot of the Fairchild. Note the ann resting in the window opening. Those windows are rarely closed, even in winter.

dard modeL Concurrently, a Ranger-powered 24H (certi­ fied a couple of months before the 24G), which was only available as a three-place deluxe version, sold a mere 25 copies. The original Rangers that were used in the 24 included the 6-390 (145 hp) and the 6-390-D3 (150 hp). They came online in 1936 with the model 24-C8F. The 200-hp Pinocchio version didn't appear until 1940, when the military spec'd it. Both the early Warner and Ranger 24s were certified for Edo floats. When Sherman decided to start producing the 24, he made a conscious decision to build a three-seat airplane. A marketing research program showed there were plenty of two-seaters around and some fOl}r-place airplanes, but no one was making a three, and quite a few of those pi­ lots interviewed said a three-seat airplane would suit their needs perfectly. In the same year he designed the first 24, he also started marketing the 22, a two-place, tan­ dem, high-wing parasol with a pair of open cockpits. It went through a number of iterations in the three years it was produced, evolving into a sleek, very attractive sport plane. Unfortunately, the market suddenly dried up for sport planes and the final model, the 22-C7G, did a swan dive into oblivion in 1935. Though the 24G, with its seven-cylinder Warner, was not going to set any speed records or win any races, it did offer a level of comfort, stability, and ease of handling that made it stand out among the competition. It developed a 1938-respectable 118 mph at sea level. Rate of climb was nothing to write home about, starting with 675 fpm at sea level and quickly dropping off to 500 fpm with two people and full 20-gallon wing tanks. Clearing your ears is no problem in this aircraft. Most elevators climb faster. It

does get off the ground fairly quickly, though, levitating after 450 feet of roll, and the book says it can be stretched to 475 miles of range, depending on your tolerance for pucker when it gets down to fumes in both tanks. Of course, I wasn't that aware of the history and specs for the 24 when I went to inspect the one I was destined to own; that came later. So after the miserably cramped (I'm well over 6 feet tall) 737 touched down at SeaTac, I went over to Galvin Flying Service at Boeing Field and met Mort Robinson, CFI and salesman. Mort's digital piC­ tures, taken in a hangar, provided some idea of what it was going to look like, but they fell short of the reality. As we walked out onto the ramp at Galvin and I saw the Fairchild materialize before my eyes, I could feel the huge cashier's check in my shirt pocket reading the rites of se­ cession. We were going to part company quickly. Mort walked me around the airplane, pointing out the ground-adjustable Hamilton Standard metal prop that had just been hung on the aircraft. He was right about one thing: This aircraft would have made any museum proud. I was fairly quiet as he discussed other features of this particular model, preferring to soak it all in. My gosh, it seemed so big when I got up close. Was it only 7 feet 4 inches tall? It looked like that and then some. Even the 6.5-by-10 tires looked huge. I'd peered into Fairchilds be­ fore, but never with the idea of putting one of them into a hangar I hadn't even leased yet. The thought of getting into this thing and flying it brought me to the realization I'd never flown, or even sat in, anything this large (tall). There was no lock in the door, no key for the starter­ they really trusted people back in 1938. Or maybe people were just more civilized. VINTAGE AIRPLA N E

21

(presumably with linen) in September 1948. The engine was overhauled again in 1953, topped in 1957, and then from December 1968 to April 1972 there are no en­ tries. Somewhere in that interval it must have been dismantled . It came out of storage in 1972, and a note states it was "reassembled./I It was flown for a dozen hours, but then there's nearly a 20-year gap in log entries. In July of 1991, with 2,17 4 hours TT, it was stripped , re-covered with Stits Poly-Fiber fab­ Carl banks the Fairchild away from the photo platform over the Idaho farmland in a ric and finish, and the near-effortless turn. engine was overhauled. Something went horri­ bly wrong with that engine overhaul and it had to be overhauled again in October 1992 after a catastrophic breakdown . It appears from some correspondence at the time that the previous overhaul was done with ques­ tionable parts and skills. The airframe was in fabulous shape and still is today, but that engine was a mess. Since the 1992 overhaul, it's run fine, with little more than oil changes and rocker arm greasing. When I learned it had been re-covered 14 years earlier with Poly-Fiber, I called Jon Goldenbaum, who now distributes the popular Poly­ Fiber and Randolph products, and asked him about the potential life of the fabric. Jon assured me that if it had gone 14 years, living in a hangar all that time (which it had), it was probably good for another 20 to 30 years as long as the hangar protection continues. I shudder to think what a job it is to re-cover a Fairchild 24. inctrlllm"lnt~ are original Fairchild and bear the Flash forward: Mort was still running his monologue Fairchild logo. The only concessions to updating include when we got around to the pilot's door, completing the a GX55 GPS, a 170B, and a transponder. The long control first walk around. stick makes control input a lightweight task. I've never Opening the door was the beginning of an experience seen another panel like this one, nor does it seem any two in time travel. The door is thick and feels solid when you are alike. Toe brakes are only available to the person in the open it or push or pull it closed. The thickness in this left seat. case was there to accommodate the roll-down windows. Unfortunately, like a lot of antiques, the history of this Which brings up a point about this Standard model: Ei­ particular aircraft is incomplete. The logbooks only go ther the roll-downs were an option back in 1938, or some­ back to 1952. I knew that going in and did spend some one pirated a pair of doors from a Deluxe model with its time looking at the background that the accumulated files movable windows at some later date. On the other hand, provide. In the past 15 years, everything relating to this true to Standard form, there were no flaps on the wings. aircraft has been preserved. The total time in September of With all that strut structure and engine profile there's so 1952, when the earliest logbooks disappeared, was 1,670 much drag to begin with that flaps simply seem superflu­ hours. A note in the '52 engine log indicates the engine ous. Before climbing in, I rolled the window down, advis­ had been majored 425 hours earlier and there was a note ing Mort that Fairchild knew how to turn cross-country in the airframe log revealing that it had been re-covered flight into a real visual adventure. He agreed. 22

SEPTEMBER 2006

One of the outstanding features of the 24G is the near-perfect hannony between controls and power settings. Banking is an effortless exercise. You can see the fenders over the wheels that were typical with the Standard models.

Speaking of adventures, I have to wonder how women, who wore slacks as infrequently in 1938 as today's women wear skirts, would have made their way into the back seat or copilot seat without compromising their modesty. The step on the gear is quite high, and the maneuvering re­ quired for getting into the back seats, and even the front seats (given the dual controls), would have been a deep­ breath challenge. The pilot's seat has two positions, and Mort had already moved it about 2 inches to its aft peg, which still left my legs a bit cramped. The headroom was more than ade­ quate for my 6-foot-5-inch frame. There was even enough room for a felt hat, which was an outdoor fixture on ev­ ery man's head in 1938. The five-piece windshield was a historic novelty and fun to look through from the inside. It did allow a much better perspective of the runway than my previous steed, a Marquart Charger homebuilt open­ cockpit biplane. The panel of this Fairchild comes adorned with the ba­ sic instruments of the period, most of which still have a Fairchild logo stamped on their faces. The only conces­ sion to modern technology was a totally out-of-place VOR head (which I assume may have replaced a DG), a Nav­ Com to drive it, an Apollo Loran that gave only approxi­ mations (it has since been replaced with a GX-55 GPS) and the obligatory Mode C transponder. The only other head­

ing device is the dancing, fluid-shrouded magnetic com­ pass in the top center of the panel. Just about everything in the cockpit pOints backward in time-but in luxurious fashion, even though it was just a Standard. The seats are comfortable, the panel is Spartan, the control stick (most likely not chromed at the factory) and overhead trim dial are all reminders of the antique status of this airplane, to say nothing of the height of the seat and its incline, which reminds you that you're in a taildragger ... a man's airplane. There's no plastic in this cockpit, only metal and fabric. It feels like it's from another era. Overhead, on each wing root, there are individual "onl off" fuel levers. Mort cautioned me to always turn the ac­ tive tank off when airborne before switching the other tank on. Dire consequences for violating that sequence await the uninformed. When shutting down at the end of the day, it's important to have both levers in the off posi­ tion and let the engine idle until the fuel line is run dry. Forgetting that produces large blue fuel stains in the oil pan on the hangar floor under the cowl. In the summer, when the engine is cold, it takes three shots of prime to get it to run. Wintertime requires six shots, but if the engine is hot in any season, one shot of prime will usually do. Back off on those requirements and the engine may fire, but it won't run. I've been warned, several times, to baby that unique starter. Like most Warner parts or accesVINTAGE AIRPLANE

23

The Snake River in Idaho, about 25 miles northwest of Boise, provides a fascinating backdrop for an afternoon excursion.

sories, there's very little left out there in the way of replace­ ments. It's depressing to think that someday they'll all be silenced. The Rangers just may win in the end! As noted earlier, there's no ignition key. Prime it, then flip on the master, crack the throttle, pull the stick back (have to hold it with your knees), depress the toe brakes (pilot side only), hit the starter button long enough to let the prop cycle three to four times, and then turn the mag switch from "off" to "left." It should fire . When it's run­ ning, it's time to advance the mag switch to "both" and adjust the throttle to 900 rpm. In the winter, I pull the throttle all the way out for the first five minutes to let the oil begin its sluggish migration through the journals and ports. Then I move up to 900 and give it at least five min­ utes in the summer and 10 in the winter before doing a run-up . There is no consensus on start-up/warm-up pro­ cedures, but I found a kind of trend in thinking among those more experienced than me with radials, specifically Warners, and that's the process I've adopted. Yes, there is a spark retard and advance knob, but since the engine doesn't kick back when starting in the advance position, and since it won't start in the retard position when it's be­ low 45 degrees out, I just leave it advanced all the time. Two button switches activate the electrical system (ra­ dio and GPS) and strobe lights. Since the only push-to­ ta lk button is on the pilot's control stick, I had to do the talking to Boeing Field Ground. It had been several years 24

SEPTEMBE R 2006

since I'd talked to any ground controller, but, though flushed with fear, I managed to get us cleared to the run­ up area near the active. Mort let me taxi the Fairchild, and I must confess it went straight to my ego. I inflated like a cheese puff. It was going to be my first takeoff in the left seat of an antique, first in a Fairchild. Or so I thought . Alas, Mort postponed that "first" experience, preferring to make me an observer for that first flight around the pat­ tern, and I got to fulfill my dream with the second circuit. I consoled myself with the fact that it allowed me more freedom to think about intelligent radio transmissions .. . and to look out that open window. How sweet that was! Mort's piloting was superb, but there's nothing that matches the rush of adrenaline when your own hand is on the throttle and stick and your feet are telling the rud­ der what to do. I was primed and ready. With the tail on the ground, the Fairchild has limited forward visibility. It's better than any biplane, but that round cowl does block out the far end of the runway in three-point position. I'd learned with the Marquart Char­ ger that letting the aircraft develop a bit of forward speed before raising the tail helps keep it straight on the mains when the tail rises. Mort urged patience, saying it would basica lly raise itself. He was right. It was startling to see how quickly the plane became airborne. Immediately, I developed a high level of respect for control response and the minimal amount of effort needed to keep it on

track. Shortly after turning downwind, I arrived at pat­ tern altitude, trimmed the nose, came back on the power, and started breathing again. Mort wanted me to slow the aircraft down to 6S mph abeam the runway numbers on downwind, and though I did what he asked, I never did it again after he signed me off. It was still flying at 6S, of course, but it was a handful and an obstruction to other traffic. Today I hold 80 mph until turning final and then let the speed bleed off, usually crossing the threshold of the runway at 70 mph. The stick feels a whole lot more connected at 80 than at 6S ... and there's less cause to worry about shear. I bought Fairchild N23E (its original number was NC23) that morning, and my son and I flew it over to Bellingham. Ten minutes away from Mort and my ca­ shier's check, the tachometer needle, which had been act­ ing quite erratic, fell off. We were also experiencing prop vibration due to imbalance. When we landed, we called Mort and he told us to fly it back the next day and leave it there so they could fix the instrument and balance the prop. We did that, guessing at the rpm, and later that day I bought a round-trip ticket from SeaTac to BOr. A week later, I visited Boeing Field again with a CFI, Brian Case, who flew with me up to Port Townsend, where we dropped Mort off. Then we headed back through Se­ attle to Boise. From Seattle, the trip took a little over four

veering everywhere but straight down the runway. As of this writing, the 24G has nearly 2,400 hours total time and 200 hours since the 1992 major overhaul on the engine. With 30 hours of flying under my belt since Mort's checkout, I'm convinced that the Fairchild is the easiest air­ plane to land and the most enjoyable to fly that I have ever owned. It's incredibly stable in the air-even trash air-and it has a performance envelope that fits the description of "docile./I That's the way Sherman Fairchild wanted it, of course, and the 24 quickly earned a reputation as being one of the easiest to fly in the glory days of taildraggers. I can honestly say it's everything I really wanted in a fly­ ing machine. It has impressed me so much that I went out and bought a 1938 Buick Special to drive to the airport and park by the hangar. Copies of 1938 issues of Life magazine are lying on the back seats of both vehicles. What it all comes down to is that I just don't need to go fast today. I don't need to bore holes through clouds anymore. I don't need a lot of range, since landing is of­ ten the best/most fun part of the day's flight. I love shoot­ ing touch-and-gos in this gentle giant. And then there are those magnificent wind-down windows. Wow. What an exhilarating way to see the countryside! To me, when you consider the rich context of aviation and where it was at the time this Fairchild 24G was built, it provides flying at its best along with a priceless perspective on aviation . .......

•••il.:ii. --­

hours, and what a joy it was to fly over those mountains '-.;;;:;;::::;;;;;~iii!iii~.~"9'i".iliiiiiliiii and valleys with that window open. I don't remember I when I ever felt so evenly matched with an aircraft. It fit like a glove, smelled like a rose, and quacked like a duck. I quickly learned what it takes to keep a museum-qual­ - - - ­ lk - - -­ ity aircraft looking like it was just pulled out of an exhibit. For every hour I fly, I spend an hour and a half cleaning the aircraft. In the summer, it takes a little longer since the leading edges of the wings and tail group need to be cleared of bugs. The windshield always has more oil on it fo,u-----,---,-­ than bugs. The aft section of the cowling, belly, and left main gear wind up with numerous streaks of oil that are much easier to get off while fresh than after they've had a week to turn into tar. As someone told me, the only time you fly a radial engine aircraft without getting oil all over it is when it's clean out of oil. I have never logged so many hours cleaning, but it's clearly worth it. This aircraft always draws an appreciative crowd at the gas pumps. Classic Finish for Classic Airplanes It is difficult to articulate the sensations of flying this Since 1949 aircraft. Landings were more of a challenge than initially MaRY Origiool Manufacture~s colors are available. Give your Vintage Aircraft an award-winning, original finish with unlimited color chOices. anticipated, but quickly became manageable when I re­ Covering materials price for standard vintage aircraft: approximately $3500 alized that the oleo struts, which extend about 6 inches f urchase the entire kit and receive a 10%discount. with takeoff, require a higher angle of attack to get that tail wheel back on the ground first. That move is essential to get the tail wheel straightened out before the mains SUperfIlt:e• 3701 Highway 162 touch. You really do get into a nose-high attitude land­ Granite City, IL 62040 ing a Fairchild, and it's a bit freaky at first because you Ph. 800-323-G811 Ph. 618-931 -5080 can hear the mains touch, but you don't feel them. Took a while to get used to that. If the wings aren't level when the big wheels touch, it goes into a rock 'n' roll routine,

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VINTAGE ~ ..:..~~~ LANES

VINTAGE AIRPLANE

25

Old airplanes bring people together J ENNIFER J ACOB

N1829V during her showcase fly-by at EAA AirVenture maroon turtledeck and the Narco antenna.

I

n 1956, a young woman en足 tered Stephens College, an all-female college in Colum足 bia, Missouri, with the goal of becoming a pilot. Wally Funk

flew her first solo on December 5, 1957, in a Cessna 120, registration N1829V, going on to receive her pilot certificate and also her associate de足 gree from Stephens in 1958.

In February of 1961, while a flight instructor for the Army, Wally vol足 unteered for the Women in Space Program and took the same physical and psychological tests as the male

The aircraft logs. On December 5,1957, Wally Funk recorded her solo in N1829V (top), while on September 5, 1999, Jennifer recorded her solo, also in N1829V. 26

SEPTEMBE R 2006

Jack Russell and Cindy Johnson Franconia, NH

& Scottsmoor, FL

• Soloed in an Aeronca Chief (1965) • Corporate pilot (37 years) : Gulfstream G-/' G-II, G-III; Boeing 737, 757

• NBAA multi-million mile award, served on International Operations Committee

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Above: While at Stephens College, N1829V had a large uE" painted on the fuse足 lage to assist in identification of students in the traffic pattern. Left: Wally Funk in 1957, the day she soloed. astronaut candidates. Later that same year, Wally and the 12 other female candidates-dubbed the Mercury 13-saw their dream of space flight evaporate when NASA refused to give

official recognition to the program. That didn't stop Wally from flying, though, and she went on to become the first female air safety investigator for the National Transportation Safety

Wally visits with N1829V at Cornelia Fort Airpark in Nashville, Tennessee. 28

SEPTEMBER 2006

Board, in addition to doing extensive flight instruction (check her out at www.Ninety-Nines.org/funk.html). When my husband and I (then college students) scrimped and saved

The airplane

was owned

by Stephens

College

until 1961

and helped

train many

women to fly.

to purchase a little two-seat Cessna, spotted at a grass airport (Davis, 2D8) in East Lansing, Michigan, we had no idea the history behind it. We knew that it had been a trainer and that it was a high-time airplane because of that. Although it came with a complete set of logs, it took a couple of years to really start go足 ing through them. About a year or so ago, we started scanning all of the paperwork, logs included, to digital files so that they could be accessed easily and also allow the mainte足 nance and storage of the original documents. In doing so, we found that they had paperwork document足 ing all the airplane's history, from the factory test flight until today. The airplane, registration N1829V, had been delivered to Columbia, Missouri, and ultimately sold to Stephens College, the first college in the United States to teach flying to women. The airplane was owned by Stephens College until 1961 and helped train many women to fly. Although N1829V had been owned by Stephens College from 1947 through 1961, and though Wally Funk had gotten her pilot certificate from Stephens College in 1958, no足 body knew whether or not Wally had indeed flown N1829Y. With the

rAiLW t-l66L5

WHAT OUR MEMBERS ARE RESTORING Are you nearing completion of a restoration? Or is it done and you ' re busy flying and showing it off? If so, we'd like to hear from you. Send us a 4-by-6-inch print from a commercial source (no home printers, please-those prints just don't scan well) or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or if you're on a high-speed Internet connection, you can e-mail them along with a text-only or Word document describing your airplane. (If your e-mail program asks if you'd like to make the photos smaller, say no.) For more tips on creating photos we can publish, visit VAA's website at www.vintageaircraft. org. Check the News page for a hyperlink to Want To Send Us A Photograph? For more information, you can also e-mail us at vintageaircraft@eaa. org or call us at 920-426-4825. VINTAGE AIRPLANE

29

help of the Ninety-Nines, I contacted Wally and found out that she had not only flown N1829V, but also had soloed it. As Wally said, "You never forget the airplane you soloed ." We arranged to meet in Nashville, Ten足 nessee, before the start of the 2006 Women in Aviation International Conference so Wally could revisit N1829V. What an experience. It was great to see such a wonderful person and pilot able to reunite with a great little airplane, and I thank Wally for her contributions to this article. In closing, Wally, my husband and I would like to reiterate that old air足 planes do, indeed, bring people to足 gether. N1829V was instrumental both to Wally's quest for her pilot certificate in 1957 and my quest to get mine (solo in N1829V on Septem足 ~ ber 5, 1999) 42 years later.

Wally and the author showing that 40 years have been kind to N1829V.

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SEPTEMBER 2006

continued from page 2

A Piece of Wiley Post's Winnie Mae Returns to Oklahoma A piece of the famous Win­ nie Mae airplane flown around the world in a record-setting flight by Oklahoma aviator Wiley Post was returned to Oklahoma Saturday, August 26, during a welcome home party and reception at Wiley Post Airport. The whee lpant is the larg­ est piece of the Winnie Mae on display outside of the air­ craft itself, which is displayed at the National Air and Space Museum Steven F. Udvar-Hazy Center at Dulles International Airport in Washington, D.C. The piece of the airplane, a The late Clara Flocking, shown wheelpant, is signed by Wiley here as a pilot in the 1940s, Post with the inscription "8 was apparently given the wheel­ days, 15 hrs, 51 mins" and the pant from the Winnie Mae by dates "July 23-July I, 1931"­ a mechanic. the dates and time of his his­ toric flight. The portion of the blue and white Winnie Mae was found The damaged left wheelpant earlier this year by a California from the Lockheed Vega Winnie woman whose parents were pi­ Mae, signed by Wiley Post. lots. Post had taken the airplane to California to replace the part after it mother, the late was damaged during the around-the­ Clara Flocking, who was a World world flight with Harold Gatty. The woman, Jackie Mullarky, found War II-era instruc­ the part when renovating her parents' tor pilot, came to Victorian home. She had planned to own the historic sell the wheel cover as scrap metal piece is not clear. but decided to do an Internet search Oklahomans Bill and Sue Hal ­ on the date and name first. "I was totally shocked. I couldn't pain agreed to fly believe it," Mu llarky said in an inter­ to Ca l ifornia to view with The Ok lahoman in March. pick up the part. "Then I found some pictures of the Bill Ha lpain was plane and said, 'That's it. She con­ trained by the same flight instructor firmed her find with help from Bob as Post. Kemper, the executive director of the The Oklahoma treasure will be on Wiley Post Heritage of Flight Center. display at the 99s Museum of Women He knew Post had taken the Lock­ Pilots near Will Rogers World Airport heed to California for repairs and had until the Curtiss-Wright Wiley Post given the wheel pant to a mechanic Hangar is complete in late 2007. The named Otto Sanloft. How Mullarky's new Wiley Post Heritage of Flight 1II

32

SEPTEMBER 2006

Center will be located in the reno­ vated Curtiss-Wright hangar located at 7101 Millionaire Dr., Wiley Post Airport, Bethany, OK 73008. For information on the effort, contact Executive Director Bob Kem­ per at 405-789-0005 or visit www. WileyPost.org.

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Poberezny said. "That does not bode well for general aviation ." The Air Transportation Association (ATA) is pushing user fees on general aviation jets and turbine­ powered aircraft and also calls for a governing board to control the air transportation system dominated by the airlines and free of congressional oversight. The argument is not about whether general aviation pays its fair share, Klapmeier said. "We believe we al­ ready pay a fair share of the costs through aviation fuel taxes," and that share correlates well to the costs that general aviation aircraft generate. Bunce asserted that the airlines drive the cost of the air traffic system. "ATA claims that 'a blip [on a radar screen] is a blip is a blip' and that it costs as much to move a GA aircraft as an airliner. That's not true." Con­ trollers, he explained, are paid according to t he volume and complexity of traffic, and by far the largest contribu­ tors to volume and complexity are airliners. At the nation's 35 major airline hubs, GA traffic is

Just Uke in the Good Old Days

only 6 percent of the volume. What's more, not a single airport appears on both the top 20 airline ai rports and the top 20 GA airports, by volume. At Washington D.C.'s Ronald Reagan Washington National Airport, there have been no cost savings to the air traffic system since GA

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VINTAGE AIRPLANE

33

BY H.G. FRAUTSCH Y

THIS MONTH'S MYSTERY PLANE PHOTO IS PART OF THE

EAA

COLLECTION .

Send your answer to EAA,

Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs t o be in no later than September 10 for inclusion in the November 2006 issue of

Vintage Airplane. You can also send your response v ia e-mail. Send your answer to mysteryplane@eaa.org. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line.

JU NE' S

MYSTER Y ANSW E R

Here's our first letter on the subject of the June Mystery Plane: The "Mystery Plane" that ap­ pears in the June 2006 issue of EAA Vintage Airplane is, in fact, the sole Blackburn Lyncock Mk. I (more fre­ quently spelled as "Lincock" in mod­ ern times). The Lincock is fully described in the British aviation periodical The Aeroplane, Y.34, N. 20 (May 23, 1928, pp 732, 734). The Lincock is impor­ tant enough to be included in the 1928 edition of the Brockett Bibliog­ raphy of Aeronautics (p 25), and un­ doubtedly appears in the pages of other aviation periodicals that were published in mid-I928. The Lincock Mk. I was powered by a 235-hp (some sources state it was 240-hp) Armstrong Siddeley Lynx IVc. It was flown by Sqn. Ldr. J. No­ akes in the 1928 King's Cup, in which it placed 10th, with an average speed of 115.32 mph. The aircraft was of

34

SEPTEMBER 2006

all-wood construction and had a ful­ ly monocoque fuselage. Somewhat later, the Lincock Mk. I was apparent­ ly purchased by The Air Ministry and appears to have carried twin Vickers .303 synchronized machine guns at some pOint in its life. The Lincock Mk. I had a span of 22.5 feet, an over­ all length of 18 feet 1 inch, and a loaded weight of 2,000 pounds. An improved Lincock Mk. II, in­ corporating a new split-axle, all­ metal construction, a geared version of Lynx engine, and having the fuse­ lage faired with the lower wing was displayed at the 1929 Olympia Air Show. The length of the Mk. II was increased to 19.5 feet, but the span remained the same as the Mk. I. The Mk. II also had a somewhat faster maximum speed of 168 mph, the 150 mph maximum of the Mk. I, actually being about 145-146 mph, depending on which source one cares to cite. The Lincock Mk. II also had a de­ tachable three-section fuselage com­ prising the nose, center section, and tail. The Mk. II was intended to be displayed at Hendon in 1930 but was damaged, and the Mk. I substituted in its place. A final development of the Lin­ cock was the Mk. III. Four Mk. Ills were built, two being exported to Ja­ pan and two to China. The Mk. III used a transverse axle undercarriage and was powered by a Lynx IVc or, alternatively, a Lynx Major. The ba­ sic Armstrong Siddeley Lynx was a seven-cylinder air-cooled radial, dis­ placing 687.23 cubic inches, and weighed around 390 pounds. Over 6,000 Lynx engines were built be­ tween 1923 and 1939, a large num­ ber of Lynx engines being used in Avro 504N trainers. The initial horse­ power rating of 150 hp being grad­ ually increased over the years to a reliable 215 hp at 1900 rpm, with 240 hp at 2090 rpm being the maxi­ mum rating. While all Lincocks are reputed to have had excellent handling quali­ ties, the Mk. III had a maximum speed of 164 mph at 3,000 feet. Blackburn was to have built a developed version of the Lincock, known as the Black-

cock, but this aircraft was never built. However, a sole Turcock (registered as G-EBVP) was built for the Turkish government, based on the Blackcock. Powered with a 14-cylinder Arm­ strong Siddeley 490 hp Jaguar VI ra­ dial (essentially a two-row Lynx), the Turcock reached a maximum speed of 181 mph, but crashed on 13 Febru­ ary 1928. Excellent references regarding the Lincock can be found in the old Put­ nam aviation series. Particularly, Blackburn Aircraft Since 1909 by A.J. Jackson and Peter Lewis' excellent book The British Fighter Since 1912, from which most of the information in this text is derived. Regards, Wesley R. Smith Springfield, Illinois Plus this note: The following information comes from A.J. Jackson's British Civil Air­ craft: 1919-1959, Volume 1 published by Putnam in 1959, page 485. The June 2006 Mystery Plane is the Blackburn Lincock I. The aircraft was built in 1928 as cln 9906 and was regis­ tered as G-EBVO as shown in your photo. The Lincock I was built as a Single-seat light fighter, and this was the factory demonstrator. It was owned by the firm until it was scrapped in 1931. The en­ gine was a 240-hp Armstrong Siddeley Lynx IV seven-cylinder radial. Each cylinder initially had an individu­ al "helmet" cowl, all of which had been removed by the time of your photo. The original color of the Lin­ cock I was light, probably silver, and the aircraft was later painted black and orange as shown in your photo. The Blackburn Aeroplane and Motor Co. Ltd. was located in Brough, East Yorkshire, England, at that time. The Lincock I flew in the 1928 King's Cup race in England and was used for aer­ obatic displays, probably at the time of your photo. Jack Erickson State College, Pennsylvania From England, we received these two e-mailed notes: A very rare English aircraft with an

American touch. G-EBVO is a Blackburn F.2 Lincock 1. A Single-seat prototype fighter with a plywood monocoque fuselage. Pow­ ered by a 240-hp Armstrong Sidde­ ley Lynx IV engine. Built at Brough, Yorkshire, United Kingdom, in 1928. One aircraft only cln 9906 Certifi­ cate of Airworthiness issued 14.7.28. Flown by Sqn. Ldr. J. Noakes in the 1928 King's Cup air race at an aver­ age speed of 145.32 mph. Taken to Chicago for crazy flying displays and flown by Fit. Lt. R.L.R. Atcherley be­ tween 23.8.30 and 1.9.30. Damaged at Cleveland, Ohio, 28.8.30. Returned to the United Kingdom for repair and displayed aerobatics during 1931 by A.M. Blake. Dismantled at Brough in August 1931. Painted orange with black strips at the time of disman­ tling. Span 22 feet 6 inches, length 18 feet 1.5 inches, allupweight 2,000 pounds, max speed 146 mph. M.S. "Dicky" Bird

Salisbury, England

G-EBVO is the Blackburn Lincock built at Brough, East Yorkshire, Eng­ land, in 1928. It was raced in the 1928 King's Cup air race and then went to Chicago in the summer of 1930 for crazy flying displays. What is interesting is that the apprentices at the present day British Aerospace factory at Brough, on the site of the original Blackburn factory, have just built a full-size model of the aircraft which has recently gone on display at the Street Life Museum of Trans­ port in nearby Hull, East Yorkshire. (See photo.) Andy Wood The Real Aeroplane Company Breighton Airfield East Yorkshire Other correct answers were received from the following: Ian MacFarlane, Ponteland, Northumberland, England; Toby Gursanscky, Clontarf, New South Wales, Australia; Clive Phillips, Bunga­ ree, Victoria, Australia; Thomas Lym­ burn, Princeton, Minnesota; Wayne Van Valkenburgh, Jasper, Georgia; Wayne Muxlow, Minneapolis, Minnesota and Russ Brown, Lyndhurst, Ohio. ...... VINTAGE AIRPLANE

35

BY DOUG STEWART

Don't hurry, be safer!

he last week of July this year had been a long, hot, and hard week for me. Ad­ mittedly, I had spent the entire week in aviation mecca-Air­ Venture '06. Many of my friends and acquaintances seem jealous that I get to spend the entire week at AirVenture every year, but they forget that I spend most of my time there working. Between presenting numerous forums and attending to my re­ sponsibilities in the NAFI (National Associa tion of Fligh tIns tructors) tent each and every day, it had been a very tiring week, and I was eager to get home. The plan was for me to oversee the change of personnel at the NAFI tent at midday, on the last Sun­ day of AV '06, and then fly home. I had a client scheduled for the first thing on Monday morning, back at Columbia County, but practic­ ing what I preach, the client knew I wasn't promising to be there. If too many X's appeared on my PAVE and CARE checklists, I might not make it home in time, if at all, for the ap­ pointment. I certainly wasn't going to let the pressure of that appoint­ ment lead me into a bad situation. Those of you who were there must remember the ugly weather that greeted us that Sunday morn­ ing. For those of you who weren't, let me just say that the severe storm warnings that were issued that

T

36

SEPTEMBER 2006

morning were for a real good rea­ son . Level 6 (and occasionally level 7) storms curving along a line that was close to 100 miles long were charging across Wisconsin out of the northwest.

There are few things in aviation that .

requIre us to hurry. The storm hit Oshkosh a little after 7 a.m. that morning. (A tes­ tament to the storm's strength was that the flagpole atop the NAFI tent was bent back at a 4S-degree angle, albeit with the flag still a t­ tached, when we arrived at the tent that morning.) Stretching out be­ hind the frontal line all the way to the Minnesota border was an area of weather that went anywhere from level 4 down to level 1 rain, with some holes and clear areas in be­ tween. Then there was a second line of storms that wasn't anywhere near as long or wide, but with the same approximate intensity. All of this was moving to the east-southeast. After that bit of nastiness was

over, many of the pilots still remain­ ing at Wittman Field were now pre­ paring for a hasty exodus before the second line of weather hit, myself included. I was able to quickly retire from my duties at the NAFI tent and contact the two people who would be flying back home with me so we could coordinate our earlier-than­ planned departure. Fortunately, I had already taken care of the fuel­ ing of my airplane the previous day, so that wouldn't delay us. As I hurried about, taking care of the few bits of unfinished busi­ ness that had to be attended to, I took the time to remind myself to remain vigilant about the dangers of being in a hurry. More often than I really care to confess, I have got­ ten myself into, for lack of a better word, a compromised situation be­ cause of being in a hurry. Although some might call me an old dog, I have learned at least one new trick, and that is to not rush. Another thing I learned long ago is that aviation is inherently dan­ gerous. It really wasn't all that long ago that I would say to a prospec­ tive client: "You know, the most dangerous part of this flying bUsi­ ness is the drive home from the air­ port." What a bunch of hogwash! Aviation is filled with risk. The only thing that keeps us safe is our abil­ ity to manage it. This risk is not limited to when we're airborne, in whatever type of

conveyance we use to "slip the surly bonds," but is present anytime we are in proximity to those machines, even while still ground bound. Managing risk is a process that has to begin from the very moment we first conceive of a flight-before we even pass through the gate of the airport fence-until such time as we remove ourselves from the aviation environment. Our increased diligence not only shields us from harm, but ensures that we do not expose anyone else to the risk we have chosen to accept. I am thoroughly aware of the risks I assume by flying. I choose to ac­ cept those risks. But I know I have no right to expose anyone else to those risks unless they consent to them. But getting back to my departure from Oshkosh: Having fulfilled all my responsibilities I now caught a ride to my airplane, which was parked on the north side of Runway 9/27 near the terminal. It was obvious I was not the only pilot taking advantage of the break in the weather to depart Witt­ man Field. The golf cart in which I was riding had to sit and wait at the taxi­ way out of the EAA hangar, as the Red Barons, Sean Tucker, and the IiFlyboy" Extra taxied by, all trying to beat the next line of weather headed toward OSH. The short wait provided a good opportunity to remind myself of the dangers of being in a hurry. When I got to my airplane I made sure I didn't rush through my pre­ flight. I took my time and, if any­ thing, did a more thorough preflight inspection than normal. As I went through the inspection, I had my handheld radio turned on. After lis­ tening to the ATIS, I switched to the tower for Runway 27. The controller was doing a fantastic job of expedit­ ing the departures. Even a New York controller handling LaGuardia arriv­ als during a push would have been envious. The controller's commands certainly encouraged no delay." While all this was going on, I no­ ticed a fire engine with its lights flashing go across Runway 27, head­ ing south. I also noticed many peo­ ple looking in the direction that the fire truck was headed. Some held binli

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continued from previous page

oculars to their eyes. It wasn't until the next morning, after I had gotten home, that I heard the horrific news. In all the hustle and bustle of many pilots expediting their depar­ ture from AirVenture '06, on that last day of the event, a TBM Avenger taxied into an RV-6, killing the pas­ senger in the right seat, EAA Chap­ ter 245 President Gary Palmer. That wasn't the on ly fata lity at Wittman Field during this year's Air­ Venture. A couple from Washington was killed when their Europa mo­ torglider crashed in what appears to have been a classic stall/spin on a base to final turn . It was another day when cont rollers were doing the ir best to expedite arrivals. They were encouraging pilots to "keep it tight." Folks, being in a hurry can be dangerous. And as we have seen at this year's AirVenture, it can be fa­ tal. We cannot let anything or any­ one push us into rushing . Whether it's your own inner demons, a spouse, a friend, a business appoint­ ment, a dinner engagement, the weather, or even ATC, the moment we allow ourselves to hurry, our risk increases exponentia lly. There are few things in aviation that require us to hurry. Yes, an en­ gine failure on takeoff or an en­ gine or cockpit fire will require that we act with some speed, but even then we have to act in a co n trolled and deliberate manner. The instant we allow our thinking to become blurred by rushing, we open the door to danger. If we co uld all resist the urge to hurry, we should all live to enjoy another day of...blue skies and tail winds.

Doug Stewart is the 2004 National CFI of the Year, a Master Instructor, and a designated pilot examiner. He operates DSFI Inc. (www.dsflight.comJ based at th e Columbia County Airport (lBl in North Egremont, Massachusetts) ........ 38

SEPTE M BER 2006

The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, in­ volvement, control, or direction of any event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the infor­ mation to: vintageaircraft@eaa.org. Information should be received four months prior to the event date. SEPTEMBER 7-10--Greenville, ME-Greenville , Maine 33rd Annua l International FlyIn. Contests , poker runs, cruise on Moosehead Lake , cookout, buffet, demonstrations, and more . Info: Darralyn Gauvin , PO Box 1289, Greenville, ME 04441 or email darralyn@ghslakers .org SEPTEMBER 9-Blue Bell, PA-Wings Field (LOM). 17th Annual Vintage Aircraft & Class ic Car Show. 10am-3pm . Free Admission. $10 Automobile Parking. Food, Music, Entertainment, & Exhibits. All net proceeds will go to benefit Angel Flight East. Rain Date: September 10th . Info: Bonni 800-383-9464 xl06 SEPTEMBER 9-Newark, OH-Newark-Heath Airport (VTA). Annual EAA Chapter 402 Fly-In Breakfast. Breakfast: pancakes , eggs , sausage, juice, coffee . Vintage and homebuilt airc raft. Young Eagles Flights. Buckeye Chapter of RVAtors fly over. Fly-ins and drive-i ns welcome . Info: Tom McFadden 740-587 -2312 or tmc@alink.com SEPTEMBER 9-Maxton, NC-Laurinburg­ Maxton Airport (MEB). Region 10 Ercoupe Owners Club North-South Carolina Members & Guests 3rd Annual "Spectacular September Invitational ". Hosted by John Miller & William McNeill. 10am-l0:45am Touch-Down . 11am-Noon RC Demonstrations. Noon-1 :15pm Lunch & Awards . 1:30pm-3pm Fly-Out to Local Grass Strip. 3pm-3 :30pm Departure. Info: Buck 336-342-5629, 336­ 549-1936 , bandmanl@triad.rr.com SEPTEMBER 17-Tunkhannock, PA-Skyhaven Airport (76N). Pancake Breakfast and Craft Show. 7:30am-lpm. Info: 570-836-4800, skyhaven@ptd.net SEPTEMBER 22-23-Bartlesville, OK-Frank Phillips Airfield. 50th Annual Tulsa Regional Fly-In. Info: Charlie Harris 918-622-8400. www.tulsaflyin .com SEPTEMBER 24-Hinkley, IL-OC2. EAA Ch . 241 Breakfast on the Grass. 7:30am-Noon . Info: 847-888-2119 SEPTEMBER 3O--Hanover, IN-Lee Bottom Rying Reid (641). 10th Annual Wood, Fabric, & Tailwheels Ry-In. Come see what everyone is talking about. If you love the good old says, then you'lI love this event. Info: www. LeeBottom.com SEPTIMBER 3O--Topping, VA-Hummel Air Reid . The 11th Annual Car & Air Event. Featuring Antique Cars & Planes. Plus Rre Apparatus , Tractors & Engines, and Arts & Crafts of all types . Info: 804-758-4330 or 804­ 694-5995, info@Wingsandwheel.us, www. wingsandwheels. us SEPTEMBER 30 - Temple TX , (KTPL)-GA­ Termina l Fly-In Breakfast. 0800-1100, Program 1100-1200. All airplanes

and pilots welcome. Gourmet Pancake Breakfast, Banana Pecan Pancakes, Spiral Cut Glazed Ham , Coffee/Beverage , Exxon Fuel Discount for Fly-lns/Taxi-Outs(Even), LtCol Rayford Brown , 254 7184910/ Itcrkbrown@hot.rr.com mail to:4910/ Itcrkbrown@hot.rr.com OCTOBER 6-S-Camden, SC-Woodward Field (KCDN). VAA Chapter 3 Fall Fly-In. BBQ Friday evening, EAA judging Saturday, Banquet and Speaker Saturday night. All classes welcome . Info: Jim Wilson 843-753-7138 or eiwilson@ homexpressway.net OCTOBER l l-l S-Tullahoma, TN-Beech Party 2006. Staggerwing/Twin Beech 18/ Bonanza/ Baron/Beech owners & enthusiasts are welcome. Sponsored by the Staggerwing Museum Foundation , Staggerwing Club , Twin Beech 18 Society, Bonanza/Baron Museum, & Travel Air Division . Info: 931-455-1794 OCTOBER 14-Georgetown , DE-Sussex County Airport (GED). Delaware Aviation Museum 3rd Annual Wings and Wheels Fly-In. Vintage , Classic and Warbirds judging and awards. Fun flying activities during the day. Rides available for purchase in a 8-25 and PT-17 . Antique and vintage cars as well as street rods. Judging and awards for cars also. Free admission to the public. Donations appreciated. Info: 302-855-2355OCTOBER 29-Jean, NV-Jean Airport. 18th Annual North Las Vegas International Ercoupe Ry In and Halloween party (EOC Region 8). Info: http://www.airnav.com/airportjOL 7

20@6

MAJOR FLy-INS For details on EM Chapter fly-ins and other local aviation events, visit www.eaa.orgJevents

Virginia Regional EAA Fly-In Dinwiddie County Airport (PTB) Petersburg, VA

September 30-0ctober 1, 2006 www.vaeaa.org

EAA Southeast Regional Fly-In Middleton Reid Airport (GZH) Evergreen, AL

October 6-S, 2006 www.serfi.org

Copperstate Regional EAA Fly-In Casa Grande (AR) Municipal Airport (CGZ) October 26-29, 2006 www.copperstate.org For details on EM Chapter fty~ns and other local avia­ tion events, visit www.eaa.orgjevents

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or Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (c/assads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 Airplane T-Shirts 150 Different Airplanes Available WE PROBABLY HAVE YOUR AIRPLANE! www.airplanetshirts.com 1-800-645-7739 Flying wires available_ 1994 pricing. Visit www.f/yingwires.com or call B00-517 -9278. THERE'S JUST NOTHING LIKE IT

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A&P I.A.: Annual, 100 hr. inspections. Wayne Forshey 740-472-1481 Ohio - statewide.

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VINTAGE AIRPLANE

39

Membershi~ Services VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION OFFICERS President Geoff nobiso n 152 1 E. MacG rego r Dr. New Haven, IN 46774 260-493-4724 cllie{702S@aul.cum

ViC('·President

George Dallbncr 2448 Lough L1 ne Hart ford, W I 53027 262-673-5885 vaaflybo,v(q)lIsI1.an1l

Secretary

Tr~as ure r

Steve Nesse 2009 Highland Ave. Albert Lea, M 56007 507-373- 167-1

Cha rles W. Ha rri s 72 15 East 46t h Sl. Tu lsa, OK 74 147 91 R-622-8400

stllt's@d!'sklf1eC/ia.cmll

cw h@hvsu.coITI

DIRECTORS Steve Be nde r 85 Bru sh Hill Road Sherborn , MA 01770 508 -653-7557 sst J(j(glcomcast .lIet

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Davie! Ben nett

diIIS/WO<!!'owc .II('t

9 16-645-8.170

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al1l iqlll'f@;IIft'acll.com

wilulsockCn'aol.com

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Steve Krog 1002 Heather Ln. Hartford, WI 53027 262-966-7627 sskroS@(lu/.com

Dave Cla rk 635 Ves tal La ne Plain field, IN 46 168 3 17-839-4500

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Dea n Richa rdson H29 Kings Lyn n Rd Stoughton, W I 53589 608-877-8485

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Directory

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EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Ph one (920) 426-4800

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Progra m s and Activities EAA AirVen ture Fax-On-Demand Directory . .. _. _. . . ... . . . . . . . . . . . . 732-885-6711 Auto Fuel STCs __ ____ _. ___. 920-426-4843 Build/ restore informatio n __ . 920-426-4821 Cha pte rs: loca hng/organ izing 920-426-48 76 Education . . . . . .. . . . . . . .. _ 888-322-3229 - EAA Air Academy

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Fli ght Advi sors informati on .. 920-426-6864 Flight Instru ctor info rmation 920-426-6801 Flying Start Program . _.. _. _ 920-426-68 47 Library Services/Research _. _. 920-426-4848 Med ical Ques tio ns _. . . . . . _. 920-426-6 11 2 Technical Coun selo rs _.. . .. . 920-426-6864 Young Eagles . . . . __ .. . .. . . 877-806-8902 Ben efits AUA Vintage Insurance Plan . 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental. _. _ 800-241-6103 Death Insurance (Harvey Watt & Company) Editoria l . .. . .. __ . . , _. __ __ 920-426-4825 Vintage . . ... . . _..... . FA X 920-426-6865 - Submitting article/ pho to - Advertising info rmati o n EAA Av iation Fo undati on Artifa ct Do natio ns _.. __ . .. 920-426-4877 Financial Support. ..... _... 800-236-1025

MEMBERSHIP INFORMATION EAA

lAC

Membership in the Experimental Aircraft Association, Inc. is $40 for one year, includ­ ing 12 issues of SPORT AVIATIO N. Family membersh ip is an additiona l $10 annually. Junior Membersh ip (under 19 years of age) is available at $23 an nually. All major credit cards accepted for membership. (A dd $16 fo r Foreign Postage,)

Curren t EAA members may join the International Aerobatic Club, Inc. Divi­ sion and rece ive SPORT AEROBATICS magazi n e for an additional $45 per year. EAA Membership, SPORT AEROBAT­ I CS magaZine and one year membership in t h e lAC Division is available for $55 per year (SP OR T AVIATION magazine no t included) . (A dd $ 1 8 for Fo re ign Postage.)

EAA SPORT PILOT Current EAA members may add EAA SPORT PILOT magazine for an additional $20 per year. EAA Membersh ip and EAA SP OR T PIL OT magazine is availabl e for $40 per year (SPORT AVIATION magaZine not in­ duded). (A dd $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION C urrent EAA members may join the Vi n tage Aircraft Association and receive VINTAGE AIRPLANE magaZine for an ad­ ditional $36 per yea r. EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not in­ cluded). (Add $7 for Foreign Postage.)

WARBIRDS Current EAA memberS may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $45 per year. EAA Membership, WA RBIRDS maga­ zine and one year membership in th e Warbirds Division is available for $50 per year (SPORT AVIATION magazine'not in­ cluded). (A dd $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS Please submi t your remittance with a check or d raft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

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Membership dues to EAA and its divisions are not tax deductible as charitable contributions Copyright ©2006 by the EAA Vintage Aircratt Association All rights reserved. VINTAGE AIRPlANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircratt Association and is published monthly at EAA Avia­ tion Center, 3000 Poberezny Rd .• PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org.MembershiptoVintageAircraft Association.whichincludesI2issuesofVinlageAirplanemagazine. is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airpfane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses 10 World Distribution Selvices, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: cpcretumS@Wdsmail.com. FOREIGN AND APO ADDRESSES - Please allow at least two monlhs for delivery of VINTAGE AIRPLANE 10 foreign and APO addresses via surface mail. ADVERTISING - Vinlage Aircratt Associalion does nol guaranlee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken. EDITORIAL POLlCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with Ihe contributor. No remuneration is made. Material should be sent to: Edrtor, VI NTAGE AIR PlANE, PO Box 3086, Osl1kosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA. SPORT AVIATION®, the EM Logo® and Aeronautica fM are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft ASSOCiation, Inc. is strictly prohibited.

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