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-----­ rAiLW~€€LS D1 Pave- Bvown N E DE E BER VOL. 34, No. 12 2006 CONTENTS

2 VAA News

4 By The Numbers Getting the markings right by Marv Hoppenworth

7 Restoration Corner General restoration techniques by Stan Gomoll

10 The Prototype 1930 INF Ted Teach's AirVenture award winner by Sparky Barnes Sargent

18 The Oldest Chipmunk Can you fly Canadian? by Budd Davisson

28 Why I Love to Fly Explaining the lure of flight by Hugh B. Horning

32 Book Review

34 The Vintage Instructor Best glide by Doug Stewart

36 Mystery Plane by H.G. Frautschy S TAFF EAA Publisher Tom Poberezny Executive Director/Editor H,G. Frautschy 38 Classified Ads & Calendar Administrative Assistant Jennifer Lehl Managing Editor Kathleen Witman News Editor Ric Reynolds Photography Jim Koepnick Bonnie Bartel Kratz COVERS Advertising Coordinator Sue Anderson Classified Ad Coordinator Louise Schoenike FRONT COVER: The Waco INF is a great favorite of many biplane aficionados, and this one in par­ Colleen Walsh ticular is even more special; it's the prototype of the model! See Marcia "Sparky" Barnes' arti­ Copy Editor cle on this award-winning antique biplane, starting on page 10. EAA photo by Bonnie Kratz, EAA Director of Advertising Katrina Bradshaw photo plane flown by Bruce Moore in EAA's C-210 near Green Lake. Display Advertising Representatives: Northeast: All en Murrtt y Pho ne RS6-220-7180, FAX 856-229-72SR, e-mai l: a/lenlllllrTay(1;)nillllsprillg.t'OIII BACK COVER: If you can 't be the first one, then be the oldest one flying! This Canadian-built DHC­ Sout heast: Chester R;llllnga rtncf 1 Chipmunk was the eleventh one built, and spent it's early days in England, being evaluated by Ph one 727-S 32-4640, FAX 727-532-4630, e-mail: cblllllllil /(iM llilldspriIlS,,"III DeHavilland in England. The DHC-l was built to repl ace the beloved Tiger Moth. This one now Central: Todd Reese Phone 800-444-9932, I'AX 816-741-6458, e-ma il : [email protected] resides in Canada, where it flies with UK registration . See Budd Davisson 's article beginning on \iountain & Pacific: John Gibson page 18. EAA photo by Bonnie Kratz, EAA photo plane flown by Walt Dorlac in Lance PA32R300. Phone 916-784-9593, (.-mai l: io lll1g i bs()II(~.spc- mag.co l1l VINTAGE AI RPLANE FAA to STC Holders: No Ethanol automobile gasoline that conforms to this event unique, however, is the in Auto Fuel the specifications published in their fact that it is also aviation's annual The FAA has issued a special air­ airplane flight manual or automobile family reunion. worthiness information bulletin gasoline STC flight manual supple­ "If you're asked to explain what (SAIB) warning aircraft owners and ment. Those unsure about the pres­ EAA AirVenture is, there's only one operators with auto fuel supplemen­ ence of alcohol can perform a simple good answer-'You gotta be there!'" tal type certificates (STC) to ensure test with EAA's auto fuel Alcohol Test the fuel they use does not contain Kit, available by calling 920-426-4843 Start Out the New Year at a alcohol (ethanol or methanol). The or e-mailing [email protected]. SportAir Workshop SAIB reinforces EAA's ongoing efforts EAA's SportAir Workshops will hit to ensure the availability of compli­ the ground running in 2007 with ant autogas by heading off or modi­ a large number and variety of ses­ fying legislative attempts in several 200j1 sions located throughout the coun­ states to require ethanol in all gaso­ try. Now is the time to make plans to lines sold. /lIRVENTURE attend before they fill up. And what EAA, one of two primary sources of OSHKOSH better holiday gift is there for the as­ automobile gasoline STCs for general piring homebuilder? aviation aircraft, advocates that, at ~ • Oshkosh, Wisconsin-january the very least, states should exempt 27 -28: Learn to successfully build your premium grade fuel from ethanol It's Never Too Early to aircraft with these courses: Compos­ mandates to ensure a readily avail­ Plan for Oshkosh ites, Fabric Covering, or Sheet Metal. able and safe fuel supply for aircraft. Aviation's biggest week of the year Other courses include Electrical Sys­ The FAA cites numerous reasons takes a year to prepare for, and you tems and Avionics, and Gas Welding, alcohol and airplanes do not mix. can bet preparations are well under­ plus Introduction to Aircraft Building Alcohol: way for EAA AirVenture Oshkosh and What's Involved in Kit Building • Adversely affects the volatility of 2007, set to take place July 23-29. suit those just getting started. auto gasoline, which could cause va­ EAA draws the aviation community • Lakeland, Florida-February 17­ por lock. together to share the pure joy and 18: Held at the Sun 'n Fun campus, . Is corrosive and not compatible excitement of flight unmatched any­ learn Composites, Fabric Covering, with rubber seals and other mate­ where in the world. and Sheet Metal, as well as Electrical rials used in aircraft, which could "All the spirit, innovation, and Systems and Avionics, and What's In­ lead to fuel system deterioration dreams of aviation come together in volved in Kit Building. and malfunction. one place, for one week," said EAA • Dallas, Texas-March 3-4: Com­ • Is subject to phase separation, President Tom Poberezny. "This posites, Fabric Covering, and Sheet which happens when the fuel cools is the true magiC of AirVenture: Metal construction methods, plus as an aircraft climbs to higher alti­ Whether we come from the pilot Electrical Systems and Avionics, Gas tudes. When the alcohol separates community, industry, or govern­ Welding, and What's Involved in from the gasoline, it may carry water ment, we are brought together by Kit Building. that has been held in solution and our passion for flight." • Watsonville, California-March that cannot be handled by the sedi­ As we enter the new year, keep up 17 -18: Composites, Electrical Sys­ ment bowl. with the continuing developments tems and Avionics, Fabric Covering, • Reduces the energy content of at www.AirVenture.org. Look for many Sheet Metal, and What's Involved in fuel. Methanol has approximately neW special features, including video Kit Building. 55 percent of the energy content of and audio presentations, interactive • Detroit, Michigan-April 14-15: gasoline, ethanol 73 percent. More sections, plus essentials like admission Composites, Electrical Systems and alcohol equals reduced range. rates, housing information, forum pre­ Avionics, Introduction To Aircraft EAA's auto fuel STC has saved air­ senters, special attractions, and more. Building, Sheet Metal, and What's In­ craft owners untold thousands of dol­ "EAA AirVenture is one of avia­ volved in Kit Building. lars by allowing them to use auto fuel tion's most important events for Take the first step toward fulfilling rather than more expensive avgas. business, government, and educa­ your dream of homebuilt flight. To learn The FAA recommends that owners use tion," Poberezny said. "What makes more about these and other upcoming

2 DECEMBER 2006 workshops, as well as special EM mem­ where the bracket attaches to the cowl, ber tuition for the courses, visit www. but they were apparently too small and SportAir.com or call 800-967-5746. used only to position the cowl; but the cowl felt solid. Lost Swift Cowling By the time I got turned around and Mark Holliday had a bad night a returned to Atlanta to proceed north while back, and he's willing to share on 1-75 (about a two-hour drive each the event with those of you in the way, and it's now about 2:00 a.m.) southeastern United States in the hope looking for the cowl, someone must that someone will hear of a new Globe have already picked it up. I didn't find Swift cowling that's appeared. Here's it. I checked with the Georgia State Pa­ Mark's sad tale: trol, and there was no record of any While trailering N78261 north on accidents or their people picking it up. Interstate 75 'from Atlanta to Athens Could you please run the following ad: the entire nice original cowl blew off Lost complete original Swift cowl on the airplane, unknown to me until I northbound 1-75 between Atlanta, GA was getting off the highway at the Ath­ and Athens, TN on 10-5-06. Reward for ens exit. The cowl appeared to be bolted return or information. Mark 651-270­ in place, the handles were latched, and 1318, or e-mail: [email protected] the camlocks on the top fastened, but If you've got news for Mark, please TOM FLOCK the brackets were bolted only to the contact him at the numbers above, or firewall and were not attached to the call us here at VAA headquarters: 920­ Just as this issue was going cowl. I saw screws through the holes 426-4825. to press, we were advised of the passing of 1999 VAA Hall of Fame Inductee Tom Flock of Rockville, Indiana. Tom was a master re­ Ei TEn roWINTHE 20 AIRCRAFT storer of Waco aircraft and known worldwide for his expertise and outstanding workmanship on a number of Waco restorations and a PiperJ-3 Cub. He was a longtime member of EAA Chapter 83. A retired farm-implements dealer, Tom's avocation was an­ tique aircraft, a passion at which he excelled. During the 1993 Waco Club fly-in, Tom was awarded the Bob Poor Memorial Award for ex­ quisite workmanship. His restora­ tions consistently won awards at fly-ins across the country. He en­ joyed meeting folks from all walks of life and especially enjoyed giv­ Enter EAA Aircraft Sweepstakes Online ing rides in his UPF-7. In 1995, For the first time this year, those eligible to enter the 2007 EAA Aircraft Burt Rutan was speaking at Indi­ Sweepstakes can do so online through the EAA AirVenture website. Your chance ana State University and visited to win the grand-prize Aviat Husky donated by Aviat Aircraft Inc., or several other EAA Chapter 83. The designer of great prizes, is only a few clicks away! some of the most amazing aircraft To enter online, visit www.AirVenture.org/ sweepstakes and follow the link to of the century was delighted when EAA's secure site for entry instructions. A minimum $10 donation is required given a chance to ride in the UPF­ for each block of 10 entry tickets entered online. The sweepstakes is open 7 with Tom. to residents of the United States and Canada (excluding Quebec). See official Our condolences to his wife, rules for complete details at www.AirVenture.org/ sweepstakes. Carolyn, his children and step­ Other donated prizes for the 2007 sweepstakes include a John Deere trac­ children, and to his many friends tor, a Bose Wave radio, a Canon digital camera, and a Honda ST1300 motor­ in vintage aviation, especially cycle. The big drawing takes place on the last day of EAA AirVenture Oshkosh those he knew within the Waco 2007, Sunday, July 29. community.

VINTAGE AIRPLANE 3 BY THE

Getting the markings right BY MARV HOPPENWORTH

veryone who builds back to a 1919 international agree­ My friend drew my attention to the or restores an airplane ment that detailed the type of mark­ new little 18-inch numbers on the is hit with the task of ings for aircraft around the world. wings and asked if I could paint his laying out registration I painted my first set of numbers wings like that. My answer was, "I identification numbers. on my ]-3 Cub in 1948: NC9245H don't know why not." So I proceeded Over the last 60 years in black on yellow. I did quite a few to layout the set of numbers. Maroon they have gone from in those early years. Yo u must hear on white. Two days after I pulled the 24 inches to 20 inches to 12 inches about this one set of numbers in par­ tape, we got an advisory circular in and whatever on classic and amateur­ ticular. A friend was having me re­ the mail announcing the new mini­ built aircraft. May I suggest a current cover the wings of his 1939 Aeronca mum size of registration numbers on copy of Federal Aviation Regulation Chief. One day we were alerted to the wing was 20 inches! (FAR) Section 45 .1, Subpart C, Nation­ two new cute little yellow airplanes There was no way I could correct ality and Registration Marks. The FAA­ at the gas pit. Come to fi nd out, they that except to do it over. I spent the mandated markings can be traced were the new Piper PA-15 Vagabonds. next two evenings on my own time, Download the letters at www. VintageA ircra ft. org [J

4 DECEMBER 2006 with a sharp knife, peeling the ma­ cals. Decide where you want to put 90 degrees when you get to the last roon letters down to the silver dope your row of numbers. If it is a rect­ number. It is suggested that you iden­ and reworking the white base color. angular wing, I suggest you take your tify each number and letter, and mark Then the new size 20-inch numbers measurements from the trailing edge. it on the tape. Check it against your were masked and repainted maroon. The distance between each letter or registration certificate. An error from Now you know why I recommend number is to be one-half the width of here on would be hard to correct. a current copy of FAR Section 45.1, the letters. Do not use a ballpoint pen We all know that masking tape Subpart C. There are so many combi­ to make any marks. A soft lead pencil never tears where you wish it to, so nations of size, speed, age, etc., that it should be used if you need to make I recommend a putty knife about an is too hard to commit to memory. marks. You may also use short pieces inch and a half wide. Place the putty Here's another story I have to credit of tape. knife over the spot you want the tape to experience. Sometime around to tear and pull up. This leaves a sharp 1960, my Taylorcraft was due for re­ edge with accuracy within about 1/64 cover. At that time the FAA was re­ of an inch. Where two pieces of tape questing registration numbers be put converge on an angle of less than 90 on the side so that recognizing these Two days after degrees, just lay them down, stick­ numbers would be easier for fighter ing one on top of another. Lift the pilots. I did not argue with that. Since two ends together, slip a small piece my T-Craft had split colors on the fu­ I pulled the tape, of metal under the intersection, and, selage, I masked and painted black using an Exacto knife or a sharp util­ numbers, black above the split-line we got an ity knife, cut on the lines formed by and yellow numbers below the line, the masking tape. Then lay the tapes surrounded by the black trim color. back down. Do not cut directly onto This set of numbers, although con­ advisory circular your painted surface. There are vinyl trasting in color, washed out to be tapes that give a nice sharp edge, and unrecognizable at 200 feet. I then had these may be worth the extra cost. to lower my trim line about 8 inches in the mail 3M "Fineline" masking tape is also and redo the letters in black-an-yel­ a great product for producing sharp, Iowan the lower half. You cannot be­ clean masked paint edges. lieve what a difference that made. We announcing the Double-check each number, mak­ learn by our mistakes. So we call it ex­ ing sure you have closed in and perience. Wisdom comes from learn­ masked all the corners that should ing from someone else's experience. new minimum be treated that way. It is easy to over­ Over the years I have observed look. Before painting the numbers, many sets of N numbers. I have seen remember to check all the edges by I/4"s and I/7"s that would tip if you size of rubbing down with your thumbnail looked at them long enough. In­ and use a lower air pressure when cluded is a layout of what, I think, registration painting the trim and numbers. numbers should look like. The FAR A simple way to put numbers on calls for "Roman Block." Many print the vertical fin and rudder is to lay shops do not even recognize Roman numbers on out your small numbers using mask­ Block. As you will note, the numeral ing tape sized to match the width of 1/8" is the "frame" for many of the the bar (B). Example: I-inch mask­ numbers and is used in directing the wing was ing tape will give you a letter or many of the letters of the alphabet number 6 inches tall. Then mask a in Roman Block. There is one excep­ horizontal line above and below the tion in width of the letters M and W. 20 inches! numbers. This will present you with These will be as wide as they are tall, a horizontal bar about 12 inches and the center intersecting bars will to 15 inches with 6-inch contrast­ join with a B width just like on the ing numbers. It looks nice and it is letter N. Pull the masking tape to the full much simpler to make than mask­ In laying out the numbers, they length of the registration numbers. ing around little numbers. should be in a straight line and the Bring the tape down to your marks Remember, upper right wing and vertical edges should be 90 degrees and be cautious not to curve the tape. lower left wing. Yes, it can happen. to the top and bottom. You can use Do the same for the lower edge. Now I hope that this has given you a bit the 3-4-5 triangle or multiples of that, mark on the tape where the vertical of a heads-up on laying out registra­ such as 9-12-15 to verify your verti­ guides will go. Verify that you are still tion numbers.

VINTAGE AIRPLANE 5 AVIATION ROMAN BLOCK TYPE BY H. G. FRAUTSCHY

The font shown to the right is based upon the let­ website, there are computer type fonts available for

ter guide published in the December 2002 issue of use in marking aircraft. The closest version to the

Vintage Airplane, as originally published in Brimm style used on pre-World War II and postwar aircraft is

and Boggess ' Aircraft Maintenance for the Airplane commonly designated "AmarilloUSAF. " It is the font

Mechanic. In my research on this subject, at no time used by the U.S. Air Force to mark its aircraft. The

have I turned up an FAA or Civil Aviation Authority font is available from TLai Enterprises at www.TLai. (CAA) document that actually depicted the letters. com/med_des/amusafhtml. It is available as a free Only a description in the regulations has been seen in download on a trial basis and is fairly inexpensive

official documents. ($15) if you want to buy the full letter set.

I have created alternative versions of some of the This font is very close to that used on civil aircraft

letters (the 2 and 7) as seen in material submitted by in the 1940s, but there are differences. Research of

Marv Hoppenworth and in period photos of aircraft your aircraft type will disclose changes you may need

built in the 1930s and 1940s. If members have oth­ to make. For example, the "7" used on Waco aircraft

ers they'd like to see depicted, please let us know. has the upper right corner of the numeral trimmed at

The letters and numbers are available on the VAA an angle, where other aircraft manufacturers used a

website at www.VintageAircraft.org. They will be down­ "7" that featured a sharp corner at that point. The

load able in PDF form and as Adobe Illustrator docu­ regulatory requirement for the font's thickness to be

ments. You can download only the letters you need, 1/6 of the height of the character notwithstanding,

or all of them if you wish. Typically, sign shops spe­ variations in thickness seemed to abound as well.

cializing in computer-generated graphics can work Another option, for those who would prefer to have

with vector graphic artwork, such as Adobe Illustrator, their artwork generated by a specialist, is to employ

Corel DRAW, FreeHand, etc. Thanks to being created the services of a company such as Aerographics of

in vector-based computer artwork, these characters Loveland, Colorado. They can generate graphics in

are scalable to very large sizes. The sign shop can a variety of styles and outputs. They can be reached

adjust the artwork to your required size with no prob­ at 800-336-9633 or www.Aerographics.com. Be sure

lem, whether you're asking them to make a mask for to clearly explain your needs, particularly with regard

the numbers or are looking for the entire character to to the exact configuration of the letters. As you can

apply to the airframe. see, even for a marking defined by regulation, there's

In addition to the scalable artwork provided on our plenty of variation!

6 DECEMBER 2006 I-B-I -. "r------, B -, -, -' .------1'2.25 B -! H

-I 1.5B _I --w I-B~I-B-I-B-I .5UJI

Letter Sizes - All Dimensions in Inches H=24 20 12 3 AIRCRAFT REGISTRATION W=16 13-3/8 8 2 B=4 3-3/8 2 1/2 NUMBERS AND LE II ERS E=2-1/2 2 1-1/4 5/16

Universal Number/Letter Outline ~=0

< Z (£) -l 0 » G) rrl » ::0 1-, '"'0 r o » z o rrl " I-I .758 HGF-ll/ 30/ 06 General restoration techniques BY STAN GOMOLL

Editor's Note: In this installation of the "Restoration Corner," well-known vintage aircraft restorer Stan Gomoll of Minneapolis, Min­ nesota, discusses general techniques used in renovating tail groups and wings . .. G. R. C. and H. G .F

TAIL GROUPANDWINGS bushings or roller bearings. Check to see that all repairs are covered Tail Group If the trim tab on the control surface is on Form 337s. It's not uncommon to find The types of construction used in air­ mounted with bolts or PK screws, it might that the proper paperwork has not been craft tail groups falls into three general cat­ be necessary to weld a reinforcement in completed. egories: steel tUbing, aluminum and wood. this area to prevent cracking of the thin trail­ Some of the aircraft utilizing wood construc­ ing edge tubing. Wood Construction tion in their tail groups are Mooney, Culver, After each part is repaired and cleaned, The small blade of a pocket knife is a good Waco and Fairchild, to name a few. give it a coat of primer. I like to use lac­ tool for checking the condition of wood struc­ Start by laying all the parts on the floor quer-resistant zinc chromate or a good ep­ ture. The po int should penetrate very little in plan form. Now is the time to check for oxy primer. into the wood . I suggest trying this on a piece pieces that are missing or may have been Adjustable trim tab actuators should of scrap wood to "get the feel." The blade will misplaced, such as trim actuator brackets, be disassembled, cleaned and re-assem­ penetrate very easily into decayed wood. hinge pins, brace wires and attaching hard­ bled using a grease with a wide tempera­ It's advisable to replace all hardware ware. Make a list of missing parts along ture range . Check cables for condition and such asbolts, nuts, washers, etc. as cad­ with a worksheet of the work to be accom­ proper clearance from structures . Make a mium plating wears off and moisture in the plished; then when you set the piece aside drawing to be used in accurately locating wood can result in rust on these areas, awaiting parts or material, you can pick up the inspection plate holes after the new cov­ which in turn, causes the wood to decay where you left off. ering is installed. with a major loss of strength. Even though Check for ADs or factory service bulletins Check and, if necessary, replace the wir­ the hardware may look good, it should be that may apply to your aircraft. These could ing for the navigation light. You might want replaced. It has probably been installed for refer to such things as attach points, hinge to install extra wiring for the possible instal­ a long time and with the long life of today's brackets, internal corrosion or wood rot. lation of a strobe light at a later date. modern fabrics it will be a long time before After all the tail pieces are cleaned , re­ the plane is re-covered again. Steel Tube Construction paired and primed, take the time to mount Pay particular attention to the area Clean all the parts using soap and wa­ the complete assembly on the fuselage. It's around the attach points. All of the old paint ter, paint stripper or sandblasting. I do not much easier to take care of mounting prob­ should be removed down to bare wood so a choose to sandblast unless it is absolutely lems now than after the pieces are covered. good check can be made for cracks and dry necessary, as this process removes the At this time do a complete rigging of all wires rot. Check all the glue joints and gussets for natural protective coating on the metal. Wire and/or struts for the tai l group, including strength and/or separation. The old casein brushing will clean the surface, but leaves hooking up any adjustable trim tabs. Check glues deteriorate with age. rust in pitted areas and inside small radius for adequate clearance between parts, tak­ Refer to the FAA's Advisory Circular AC corners. If you do choose to sandblast, care ing into consideration the added thickness 43.13, which describes repairs to wood and must be taken because it will reduce the of one or more layers of fabric and/or tape. metal structures. The old standby is to fin­ thickness of the material and can distort Also, it's easy to rig the proper travel of trim ish the wood with two coats of spar varnish, light sheet metal parts. tabs and control surfaces at th is time. Use as this product has stood the test of time. After cleaning and removing all the rust, the FAA or manufacturer's specifications to To make an internal inspection of tail punch test the tubing using a dull-pointed determine the proper degrees of travel. pieces covered with plywood and containing punch and hammer. Also check for any no inspection openings, it may be neces­ cracks or distortion. A check for misalign­ Aluminum Construction sary to cut holes-but first check with your ment of hinges can be made by standing Check for loose rivets, cracked or broken AI or FAA inspector. the part vertically and running a weighted internal structure, improper repairs and cor­ There are a lot of qualified people to an­ string through the holes. When there are rosion inside and out. Check for mice or bird swer questions concerning your restoration more than two hinge points on a surface, nests, which hold moisture, causing corro­ project-all you have to do is ask. Available the alignment becomes more critical. sion. Check that all drain ho les are open . through EAA Headquarters the year around Replace worn bushings by pulling them If the surfaces are painted, you might want are many "how to" manuals. These are also in . A simple puller can be made using a to strip the paint to check for hidden dam­ available at the EAA Sales Building during threaded bolt and socket or a piece of tub­ age or repairs. Some unscrupulous persons each annual Convention at Oshkosh, as are ing with a large, heavy washer welded on have been known to cover such areas with many educational forums and workshops one end. This works well on straight-type plastic auto body filler. covering every aspect of aircraft construc-

R EPRINTED FROM Vintage Airplane A UG UST 1986

8 DECEMBER 2006 tion and restoration. Another good source have they shrunk, causing ribs to bow? and the top of the fuselage (high wing mono­ of information is local EM and VAA chapter Navigation and landing lights-check planes or cabin biplanes). Using a wing rib fly-ins and fly-ins sponsored by the various mounting brackets for cracks and security, pattern sawed out of plywood, line up the type clubs. unnecessary screw holes in the wood , nut leading and trailing edges of the ribs with As mentioned in previous "Restoration plates or tinneman nuts miSSing or worn out, nose ribs in place aligned with main ribs. Corner" articles, there are companies that and condition of wiring. If the landing light is The ailerons should be in place to assure sell reprints of aircraft and engine manuals. retractable , does it operate properly? proper alignment and clearances. These companies advertise in Trade-A-Plane Ailerons-check general condition of The trammeling process comes next. and several aviation magazines and are well structure. Depending on construction ma­ Don 't be alarmed at the thought of doing worth knowing about. terials, is there rust, corrosion, wood rot, this, as it is simple if done according to the Wings-To remove fabric covering, first loose rivets or glue joints? Are hinge attach book. It's just a matter of tightening the remove the rib stitching by cutting the cords. points secure? Is the trailing edge straight drag and anti-drag wires in sequence, keep­ If the fabric is secured by metal clips, these and aligned with wing trailing edge? Check ing each bay square and the spars straight. must be removed carefully to prevent dam­ leading edge for cracks and/ or wrinkles­ This must be done before the leading edge age to the metal ribs . Whether constructed these are usually visible even through the sheeting (if used) is installed. of wood or metal, most wings are delicate finish paint. Some ailerons are counterbal­ Wood leading edges are more difficult structures and can be damaged easily. Ei­ anced with lead weights in either the leading to repair or replace. The wood sheets have ther save the old fabric or make patterns edge or mounted on external arms. Check to be prebent over a form with a smaller ra­ from which the location of inspection holes these for a good , solid attachment. dius than that of the rib curvature. Start by and control cable openings can be deter­ A decision must be made at this point soaking the plywood in water overnight, then mined when the surfaces are re-covered . whether to completely disassemble the clamp it to the form with wide straps. Old After the covering is removed an evalua­ wing panels or to restore portions of them. seat belts work well for this. tion of the condition of the wing is next on If you decide to totally restore the wings, be Do not try to fully bend the sheet at one the agenda. Continuing with your worksheet, sure to do one panel at a time, leaving the time, but tighten the straps gradually. The make a list of the following items along with other(s) assembled to guide you in re-as­ use of an electric steam iron set on "full pertinent remarks: sembly of the rebuilt unit. heat" and applied directly to the wood sur­ Leading Edge-note wrinkles , cracks, When possible, the route I like to take is face helps to bend the wood without crack­ previous repairs , corrosion or plywood sepa­ to remove the leading edge covering, drag ing, thanks to steaming action. ration. Wings are frequently stored with their and anti-drag wires and compression mem­ It's of utmost importance to trammel leading edges down creating a natural trap bers, leaving the spars and ribs assembled. the wing before final installation of the lead­ inside the leading edge covering for mois­ This procedure allows a good cleaning and ing edge sheeting. For holding the sheeting ture resu lting in corrosion and/ or wood rot. checking of the structure. I then refinish the in place I made a set of clamps that work Ribs-note previous and/ or unrepaired wood with a minimum of two coats of spar great for either wood or aluminum. I cut sev­ damage, wood rot, loose glue joints and varnish, and the metal parts with a good eral pieces of 2 x 4 four inches longer than gussets, damage to capstrips cause by wire primer followed by a good covering with the height of the spar, then fastened one or PK screws, ribs misshapen because of black enamel. Primer alone does not give end of each strap (seat belt) to one end of over-taut fabric or bowed due to over-tighten­ long-term protection. Reassemble the wing each 2 x 4 . I then weld flat steel plates to ing of drag and anti-drag wires. panel using all new hardware. one end of 8" long pieces of l ' 4" threaded Butt ribs-same as above. Aluminum structures can experience rod and riveted them to the other end of Ribs at aileron space-same as above electrolytic action between the aluminum each strap. plus distortion resulting in too little or too and steel fittings (dissimilar metalS), result­ Each clamp is completed by inserting much clearance from the aileron. ing in corrosion. The use of cadmium-plated each rod through holes drilled at the other Spars-note condition of finish, any bolts will neutralize this action. end of each 2 x 4 and held in place by large cracks or elongated holes causing loose An advantage in restoring a classic rather washers and nuts. These clamps can be bolts at metal fittings. Are the spars straight than an antique aircraft is that many new used to secure the leading edge material and in alignment when sighting down them parts are available from supply houses. If to either the form blocks or the wing pan­ length-wise? Are all the ribs the same height this describes your project, the next step is els. Care must be taken to not over-tighten from top of spar? Were previous repairs to sit down with catalogs from several sup­ the clamps and damage the leading edge made in accordance with Part 43 and prop­ ply houses and make a list of parts needing material. Good clamping pressure can be erly noted on a Form 3377 replacement and which are available. Get attained by positioning the clamps over ribs Trailing Edge-note condition. Is it straight that order off right away as delivery may about 18-24" apart. and in alignment with aileron trailing edge? take some time. During most restoration projects it is Aileron Hinge Brackets-check bearings A good example of new replacement necessary to make some repairs. These and bushings for wear. Do bearings rotate parts is a repair kit for the metal ribs and should always be made in accordance with freely? Check security of attachments-are spars in Piper aircraft. In some cases, lead­ FAA manual, "Acceptable Methods, Tech­ they bent or cracked? ing edges can be bought preformed or you niques and Practices-Aircraft Inspection Drag wires and compression members­ can make them yourself. and Repai r, " FAA AC No . 43.13. This man­ are the wires rusty, broken or loose? Do they When re-assembling a wing, to get the ual is sometimes referred to as "Part 43" have a heavy build-up of paint applied by proper height and fit of the ribs on the spar, and it should be a mandatory addition to brush? If compression members are wood, make a pattern off the spar attach points every restorer's library...... VINTAGE AIRPLANE 9 "It jumps off the ground and flies like it's very light ... /I -Ted Teach

10 DECEMBER 2006 ner Airplane & Motor Corporation Ltd. of Glendale, California. The Model INF Teach believes that Kinner wanted its share in Waco's biplane market, and that, ultimately, is how the INF model came into produc­ tion. "This was an extremely popu­ lar biplane, even in 1930 with the economy the way it was, and they were selling like hotcakes-30 of them in six months! So we think that Kinner agreed to buy the air­ plane if Waco would design and use the Kinner engine installation for this airplane." Leslie H. Bowman (who would later become one of the first presidents of the National Aviation Training As­ sociation) was a test pilot for Kinner and personally took delivery of the prototype INF on June 13, 1930. At that time, the aircraft bore an experi­ mental registration number, since ap­ proved Type Certificate 345 wasn't issued until August of that year. For those who wonder what "INF" means, Waco's designation is interpreted this way: "I" represents the 125-hp Kinner B-5 engine; "N" was used in 1930 to represent open-cockpit aircraft; and "F" denotes the aircraft series. Accord­ ing to Teach, the INFs were known as the "baby Fs" in the Waco "F" series, since they were smaller than, for in­ stance, the UPFs. Bowman drew some attention to the new Waco by flying it in the 1930 National Air Races in Chicago just a couple of months later. He won $300 by finishing in second place, with a speed of 118.97 mph, in Event Num­ ber IS-the Men's 450 Cubic Inch. In November, Bowman flew the Waco in oU just never know ex­ shop, he was enticed into taking a the National Air Tour, publicly dem­ actly when you'll find look at an old Waco biplane. It was onstrating the reliability of the aircraft yourself in the an­ fully assembled, looked nice, and its and its five-cylinder Kinner engine. tique airplane market­ engine ran fine-yet the fabric was The INF became popular with pi­ again. When Ted Teach deteriorated to the point that all it lots who enjoyed its short take-off roll wentY to California to pick up the took was finger pressure to punch and initial climb of 950 fpm, along freshly overhauled Menasco en­ right through it. Still, there was with a 90-mph cruise, a touch-down gine for his Ryan ST project back something special about NC864V, speed around 40 mph, and its abil­ in Dayton, Ohio, he really wasn't something that made it unique. It ity to stop (without brakes) within thinking about acquiring another held the distinction of being the 235 feet. The 125-hp Kinner burned 8 airplane project. prototype model INF, manufactured gph from its 32-gallon center-section But while he was at the engine by Waco in Troy, Ohio, for the Kin­ wing tank and had a 3-gallon oil tank.

VINTAGE AIRPLANE 11 was also well liked by those who appreciated its aerobatic agility, and it was used for aerobatic training, as well as in the Ci­ vilian Pilot Training Program. Nearly SO of these three-place open-cockpit biplanes were manufactured by Waco in 1930 and 1931, and they sold for around $4,400 or more, depending upon the customer's choice of op­ tional equipment, which included a ground-adjustable metal propeller, Heywood starter, navigation lights, and Hot Shot battery. An engine ring cowl and wheelpants were also avail­ able for those who desired a sleeker machine and a bit more speed.

Doug Smith, Andrew "Flyboy" King (pilot of the Waco INF for our photo shoot) , NC864V-Yesterday Ted Teach, Jack Tiffany, Herman Leffew, and Jerry Pruden. Kinner Airplane & Motor Corpo­ ration owned the prototype INF for about seven months before selling it to a woman named Elsie Bala, of Idaho. Not much is known about her, except that she retained ownership of the biplane for about six years. Af­ ter that, several flying schools owned it during the early to mid 1940s, in­ cluding the United Flying Schools of America, Incorporated. The Defense Plant Corporation in Washington, D.C., also owned it at one time. It had been in California for a number of years when Teach bought g it, and although it didn't come with ~ a complete history (except for what ~ ~ could be obtained from FAA records), ~ there were a few jewels from the past ~ that accompanied the biplane. A cou­ ~ pIe of faded black and white photo­ (J) The instrument panel and placards graphs of the dismantled Waco loaded were silk-screened. Note the hand­ onto a trailer are still intriguing to stitched leather cockpit coaming. Teach; the year"1968" is written on 12 DECEMBER 2006 Around 50 Waco INFs were buiH in 1930 and 1931. the back of one, along with this state- The INF has outrigger-style gear legs. ment: "I purchased the airplane for $100 behind a hangar in northern California in 1961." Teach wonders who that person was, and who the men in the photographs were. Another interesting item that yields some history about this Model INF is a letter that W.T. Homan of Santa Paula, California, typed on De­ cember 28, 1971, to a Mr. Beichtold. In part, it says, "About three years ago I bought INF Waco NC864V Se­ rial Number 326S .... This ship was new at Mines Field (now Interna­ tional Airport) Los Angeles in 1930 and I find that several of my friends either learned to fly in it or soloed it. Also it has resided in Wyoming, A wind-driven generator is neatly mounted between the gear legs. Montana and Washington." til 2004, when Teach employed Doug Pilots through the ages have en­ NC864V-Today Smith, a young and highly skilled an­ joyed modifying their aircraft, es­ Teach called upon some of his avi­ tique aircraft restorer, to work with pecially when those modifications ation friends to help dismantle and him on the project. Smith had previ­ include adding horsepower. When truck the Waco from California to ously worked for him on some other Teach purchased the prototype INF Ohio, and the group of experienced aircraft projects, so they were eager from its previous owner, he found the aircraft restorers who refer to them­ to work together to finish the INF. At gentleman had obtained a field ap­ selves by the moniker "Leading Edge first, Teach thought the Waco would proval (FAA Form 337) in 1989 and in­ Aircraft" happily embarked upon the require only new fabric and paint. But stalled a 160-hp Kinner R-SS in place journey. The restoration process began as soon as they removed the old fab­ of the original 12S-hp Kinner B-S. in 1998, as soon as the Waco arrived ric, Ted decided it was time for a more While he was contemplating the at Teach's hangar in Dayton. However, extensive restoration, as well as any difficulties posed by hand-propping after the wings were covered, prog­ modifications needed for safe opera­ the engine (many fixed base operators ress on the project slowed down un­ tions in today's environment. don't allow hand propping-never VINTAGE AIRPLANE 13 - 1 -

The INF is a three-place biplane-if the front two passengers are small. The gold pinstripe around the registration number was painted by hand. I

mind that it's rare to find a line boy 36 hours a week, with 90 percent of "instigator" of the Leading Edge Air­ who can perform such a task), he de­ his time on this airplane." craft-Restorers of Old Flying Ma­ cided to install an electrical system Doug's enthusiasm for restoring old chines group in Spring Valley, Ohio. and starter in the biplane, which re­ airplanes was awakened several years The group is basically composed of quired locating and installing a wind ago when he was working at a flight Tiffany and his wife, Kate; Herman generator and voltage regulator. Along school to build time to become an air­ Leffew; and Don Siefer (and more with the electrical system came the line pilot. "A professor asked me to help recently, Jerry Pruden). They have addition of a Hobbs meter and clock. him work on a Champ one summer, combined their individual talents to and I did," he says with a smile,' " and produce many award-winning air­ Restoration "Team" I fell in love with the restoring process, craft restorations through the years There were numerous pairs of and that's the path I chose. I restored a and were glad to provide assistance hands that brought this 1930 Waco to Beechcraft AT-lO with four other gen­ to Teach. "We were just there to give its current Bronze Lindy-Silver Age tlemen, and that's now on display at a helping hand when Ted and Doug (1928-1936) award-winning status, the National Museum of the U.S. Air needed it," shares Tiffany, elaborating and owner Ted Teach was central to Force. Now I own a Stearman that I re­ that "we did repair some woodwork the entire process, logging countless stored with a partner while I lived in in the aileron bay, and Herman and hours on the project himself. "I did South Carolina. I've also helped Jack Kate did the rib stitching. Don primed a fair amount of structural work on Tiffany restore a Cub, and my next the wings and tail group, and then we it in my basement," he explains. "It project is Ted's Ryan ST." took them back to Ted's hangar." just took a lot of hours, and Doug's Speaking of Jack Tiffany, those who "Jack also helped put this airplane been at it nearly two years, working know him might describe him as the together and rig it. And here's an

14 DECEMBER 2006 The handcrafted metal wheelpants add a nice finishing touch to this 1930 Waco INF. Note the attention to detail where the in 1991, and Doug did a lot of the res­ on most any airplane, and especially flying and landing wires join the wing. toration work on that-it was an Osh­ so on the Waco INF. Since pants didn't kosh winner about 10 years ago. Back come with the Waco when Teach pur­ interesting note regarding the cor­ in 1969, I started a Pitts, and it took a chased it, he decided to ask Mark Ken­ rect tension ' for the flying wires," while to get it done," he says, eyes twin­ nison of D&D Auto Restoration in says Teach with a chuckle. "It says kling as he laughs and adds, "I have a Covington, Ohio, whether or not he to 'tighten all wires to a fair tension. record for building time on a Pitts Spe­ would be willing to fabricate a pair. Make sure they are in a streamlined cial-29 years and 11 months! Doug Kennison agreed to squeeze the project position... .' We got that right from helped me finish that one, too, along into his schedule, and the end result the book, and that's all it says." with Kenny Blalock of Special Products exemplifies the quality of his work. The Waco wasn't the first resto­ Aviation in Conway, Arkansas-and it Teach created wooden bucks (three­ ration project for Teach, either. He was an Oshkosh Lindy award winner." dimensional forms) to use in form­ learned to fly in 1949 when he was in (Editor's note: Teach is also an active ing the 1/16-inch aluminum sheets to high school, and he went on to earn model builder-we ran into him at the the correct compound shape. "Mark a degree in aeronautical engineering 2006 Flying Aces contest in Muncie, made halves and then welded them from Ohio State. "My hobby has al­ Indiana. He was busy flying in the "Old together, and he is a genius at moving ways been aircraft. I've done a lot of Timer Stick" rubber-powered model sheet metal," declares Teach. soaring; I had a glider for 20 years and airplane event; he won! -HGF) A beautiful paint job is essential for did a lot of competitive soaring-it was an award winner. Smith, who sanded wonderful! And then I got interested Finishing Touches and finish-painted the entire biplane, in antiques. I bought a Mooney Mite Streamlined wheel pants look good used a high-volume, low-pressure

VINTAGE AIRPLA N E 15 Lessons Learned discovered that "it flies nothing like If you've ever helped restore an air­ a Stearman! It jumps off the ground plane, you know firsthand that the and flies like it's very light, although Each aileron extends all the way to successful completion of a project nor­ it isn't that light. It has a good cruis­ the wingtip. mally takes longer than anticipated. ing speed at 95 mph, and on grass it (HVLP) gravity-feed paint cup and Teach reflects, "After all these years, lands and settles right down, but put gun, with excellent results. Smith it's hard to make an estimate of how it on a hard top and then each land­ and Teach selected Randolph's bu­ long it'll take to finish a project. This ing can be exciting." tyrate dope system for the fabric and past January, I said 'Doug, I think we'll While Teach likes working on an air­ Randolph's Ranthane for the metal have this done the end of the month,' craft restoration, he also loves flying the to obtain a good match between the and in February, I said the same thing. finished product and sharing it with components, and they retained the It was finished mid-June!" those who are appreciative. He says he Waco INF's original colors-vermil­ Smith agrees that it's easy to make enjoys "giving rides, because it's excit­ lion on the fuselage, with silver wings an optimistic estimate, especially in ing for people. I remember taking some and tail. They also researched the the beginning. "When we first started Young Eagles in my Stearman, and black trim stripe, according to Smith, on it, we both thought we'd have it that usually makes kids pretty happy. who explains that "depending on finished in a year, no problem. But There were 10 of them that Saturday what year your Waco was built, it had it took two years to finish. The im­ afternoon, and most had a big smile. a different design for the stripe, and portant thing in doing something In Monday's mail, I had a thank-you we found that the arrow was correct like this is that if you put in the time, note from one little kid who had for 1930." they come out nice. We could have made the effort to find my address, go The instruments were overhauled had a flying airplane a lot faster and home, buy a card, and write a thank­ and refaced, and the instrument a lot sooner and, for Ted's sake, a lot you note-he had to have it in the panel and placards were profession­ cheaper. But from my standpoint, I mail that Saturday night! And that ally silk-screened. And with a steady appreciate someone who says I want made the whole thing worth while, hand, Bill Kirnec painted the or­ a nice airplane and understands that you know?" ange pinstripe around the registra­ it's going to cost money, and that it's Since two small children can fit com­ tion number on the rudder and the going to take time. That's the key to fortably in the cozy front seat of the wings. He also handpainted the de­ having a plane look like this-having Waco, perhaps one day soon there will tailed Waco logo on both sides of an owner who understands that." be some lucky youngsters who will have the fuselage. Finally, it all came to­ the opportunity to feel the fresh air in gether-the engine, airframe, and A Flying Future their faces and see their world framed FAA paperwork. NC864V was ap­ Teach is pleased with his hand­ by a pair of silver wings as they expe­ proved on June 19, 2006, for its re­ some Waco INF and is looking for­ rience 1930s-style open-cockpit flying turn to airworthiness and flew on ward to flying it frequently. He also with Teach, in his Kinner-powered pro­ June 25. About a month later, it owns and flies a Stearman, and he totype INF. And maybe, just maybe, made its debut at EAA AirVenture thought at first the INF might have Teach will find another thank-you note Oshkosh 2006. similar flying characteristics. But he in his mailbox......

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EASY TO ORDER 1 Your Name 1 By Phone: ------1-800-788-3350 1 Address OntheVVeb: I -C-·------S-ta-te------Z-·----­ www.turnerpublishing.com1tty tp VisalMastercard Accepted 1 -P-ho- n-e------E---m- a-i-I -(f-o-r-o-rd-e-r-c-o-n-fi-rm--at-io-n-)- L. __ ------.1 hipmunks are just one of Chipmunk. It's a homegrown prod­ through the listing of RAF Bulldogs "those" airplanes; no one uct, and any serious sport aviation [the military version of the Beagle can walk past one and not nut from up there has his eye peeled Pup] sold in the past, j ran into a list­ C have some variation of for one of two airplanes, or both: a ing for a Chipmunk. It was buried "cute" or "just right" pass through Canadian-built de Havilland Tiger clear in the back and caught my eye his or her mind. There's something Moth or, its descendant, the Chip­ because it said the airplane had been about its lines that makes it univer­ munk. And it was through the simple the winner of the King's Cup Race in sally loved. When you pass over the process of keeping one's eyes peeled 1953 and was the developmental air­ Canadian/U.S. border headed north, that the latter-day saga of Chipmunk plane that had been sent to England however, there's an additional ingre­ No.ll, the world's oldest flying Chip­ from Canada for the RAF to test to see dient to the airplane's attraction-na­ munk, began. if they wanted to adopt it. What was tional pride. "j was scanning an auction web­ even more interesting was that the The Canadians are justifiably proud site looking for ex-RAF Bulldogs and airplane was listed as having been put of having hacked a nation out of a happened to click on a link to past in the auction for sale, but it didn't wilderness and everything that en­ auctions," says James Brooke of Sas­ show up on their listing as having tails, which in this case includes the katoon, Saskatchewan. "As j scanned been sold. So, j didn't know what to

18 DECEMBER 2006 7e s

think. Was it sold, or wasn't it? And, their Tiger Moth as a basic trainer, delayed spin recovery, destroying the if so, where did it go?" they were busy doing what they prob­ aircraft and almost killing [the] pilot. Had this been just another Chip­ ably saw as more important projects, Subsequently, spinning a Chipmunk munk for sale, James would probably fighters and airliners and all that. So, has been taken as a training maneu­ have ignored it. But what few histori­ they assigned the design of the new ver requiring very special attention. cal facts were given on the airplane trainer to de Havilland Canada. But, more on that later." told him this wasn't just any Chip­ "De Havilland Canada finished the While serial number 1 was being munk. This was the airplane that had design and test-flew serial number 1 tested in England, de Havilland Can­ forged the link between de Havilland for the first time in May of 1946 with ada (DHC) continued refining the of England and its Canadian subsid­ de Havilland England's Pat Filling­ airplane and produced a small pre­ iary and eventually led to the mass ham at the controls. Then in Janu­ production batch including serial num­ production of the airplane for the ary of the next year, having been sent ber 11, which rolled off the line in April Royal Air Force (RAF). over to show the 'mother company,' 1947 in Downsview, Ontario. Three James says, "As we understand it, serial number 1 was flown in Eng­ weeks later, serial number II, along when de Havilland of England de­ land. At the same time in Canada, se­ with serial number 10, were shipped cided to build an airplane to replace rial number 2 crashed because of a to England for evaluation flights.

VINTAGE AIRPLANE 19 No. 11 was given the U.K. registration James says, "I got together with plane had, so we continued research­ of G-AKDN-the only registration it has David Gillespie, and we both liked ing it. We checked the U.K. registry carried for more than S9 years. the Canadian connection the air- and found the airplane was listed to a name in North Yorkshire, Eng­ land: Philip Derry. I called to verify t hat it was there and, having recog­ nized the last name, Derry, asked him if he was any relation to John Derry, the de Havilland test pilot who in­ vented the Derry Turn aerobatic ma­ neuver and who was the first U.K. pilot to break the sound barrier flying a DH.I08 Swallow. It turned out he was indeed related, as a great-nephew several times removed. He was ex-

UJ tremely nice and invited us over to ~ ~ have a look." <..l ~ Wh en James and his elder son, ~ also a pilot, fo llowed the directions (/) To cure a quirky spin characteristic, the Chipmunk has a pair of strakes running th rough the English countryside, they along the fuselage into the leading edge of the horizontal tail. The wood compo· were intrigued at what they found. nent highlights the craftsmanship that went into this uniquely Canadian airplane. liT he airplane was located on this 20 DECEMBER 2006 The tightly cowled Gipsy Major 10 Mk2 was a bit of a headache as as r.~u,~"l i lln registration was concerned, so the Chipmunk retains its British registration.

The wing fuel tanks feature the filler neck and mechanical fuel gauge all in one unit. tiny, squishy green airport-Bagby even more evident in the fact that difficulty they had in trying to get Field in North Yorkshire. It looked as he isn't, and never has been, a pilot. primary flight training locally in the if there should be signs saying 'Hob­ That and the fact that he didn't tell Chipmunk for Phil and his sons only bit Crossing.' It was a perfect place for his girlfriend-soon-to-be-wife that he added another reason for him to let a Chipmunk." had bought the airplane. It was, as he the plane go. It was no coincidence that Philip phrased it, "An impulse buy." "I called David and told him the Derry owned the airplane and his "While I was there," James says, airplane could be what we were look­ great-uncle was a famous-in-Eng­ "Phil let me go through all the test ing for. It only had 120 hours since land de Havilland test pilot and the pilot's notes, which included those the engine was overhauled and about first supersonic pilot in the United by his great-uncle, which were re­ 3,000 hours total. Plus, the airplane Kingdom. Philip said he saw the air­ ally fascinating to read. I was just a was in original 1948 condition, essen­ plane in the auction and recognized little uncomfortable asking to buy tially how it had left the RAF evalua­ it as one his great-uncle had flown such a family heirloom. However, tion trials in 1948 and was the way it as one of the evaluation pilots before it turned out that the Derry family was when it won the King's Cup Race the RAF adopted the type. Philip con­ also had Canadian connections in in 1953. Best of all, it had no military tacted the then-current owner and Ontario, and in fact, John Derry had service, so maybe it wasn't a wreck. arranged to have it taken out of the learned to fly in C:anadian-built Ti­ It was pretty much as it was when auction for a private sale. That ex­ ger Moths in Canada with the British shipped to England in 1947. David plained the curious Internet listing Commonwealth Air Training Plan in was excited, which, if you knew Da­ of being for sale but not being listed the early 1940s, so the idea of the air­ vid Gillespie, you would know he was as sold. The strength of Philip's desire plane being returned 'home' to Can­ borderline crazy about the idea." for the family connection is made ada seemed reasonable to Phil. The It's one thing to love an airplane,

VINTAGE AIRPLA NE 21 but quite another when it's in Eng­ what they were getting into. James is land and you're in Canada, plus the a mathematics professor, and David is airplane is registered in England. Both the creative director at an ad agency, areas present their own problems. neither of which prepared them for James says, "Even before we went what they were about to attempt. over to retrieve the airplane, it was ob­ However, enthusiasm almost always vious that re-registering the airplane overcomes inexperience. in Canada was going to be a paper­ Their enthusiasm, however, was work nightmare, which is exactly the further augmented by good fortune: way it turned out. The shipping of the Tom Coates, an engineer who had airplane had its own headaches, but built up his own private de Havil­ they were more manageable." land air force over the years and had Moving a foreign-registered air­ shipped numerous airplanes across plane across the Atlantic is not for the pond, was literally in their back­ the faint of heart. It would be a ma­ yard. He possessed the experience jor challenge for anyone, much less they were lacking, plus lent them the two private pilots who had no idea special attachment hardware they'd There Are Chipmunks, and Then There Is No. 11 In the course ofputting their little beauty back in the air, the David-James team discovered on their airplane a number of items that differed from the usual Chipmunk. For one thing, it has the need to secure the airframe in the 40­ original Canadian-designed "bird cage" canopy that was adopted foot shipping container. He said they could do it. They felt they could do it. on the O.K.-produced airplanes (around 1,100 in total) but wasn't So they were on their way. used on the rest ofthe Canadian-produced Munks (just more David says, "When my wife, Karen, than 200 produced), which have the distinctive blown bubble. The James, and I checked in at the airport rear side panels of their canopy were originally fiat butthey were to leave, we were each carrying 60 pounds of slings and brackets for pick­ "bubbled ouf during the RAF evaluation process to allow the pilot ing up and then securing the airplane to move his head further sideways. in a shipping container." The landing gear also has a number ofcharacteristics that set "When we got to England," David it apart. In the UK. production models, the landing gear legs are says, "we flew the airplane a couple of times, which was really stressful! We canted forward a few inches to improve stability on the ground had already committed to the pur­ roll, but on Canadian production models the gear is in the origi­ chase with a down payment, and we nal position, as on No.n and all early pre-production versions. had to make a 'go/no-go' decision be­ Also, the airplane has small, streamlined fairings around the fore we took the next step. Neither of us had more than an hour's time gear legs, which are found on UK. production models and the in a Chipmunk. I had loads of Pitts Canadian pre-production models but not on the Canadian pro­ time, but James' tailwheel time was duction machines. in Fleet Canucks and Decathlons over The stall strips on the leading edges of the wings are much 20 years before. But we took a deep breath and took the plunge. longer than those on Canadian production airplanes, and it has · "When we set about taking it apart, the slab-like spin strakes on the fuselage ahead ofthe horizontal we quickly found it really wasn't fun. stab, which is a feature ofall UK. airplanes but not found on the We thought we had all the right equip­ Canadian birds. As mentioned earlier, spin recoveries were al­ ment, but we weren't even close. For one thing, tools were hard to find be­ ways a problem, which led to the strake modification and to the cause British standard wrenches didn't longer-chord rudder and elevator on both the Canadian and UK fit a bunch of the bolts. It was a ran­ production models. In contrast,No.n carries a short-chord rud­ dom mix of metric, British standard, der and elevators, as on the original pre-production aircraft. and some stuff I'm not sure we know yet what it is. It took us seven full days

22 DECEMBER 2006 also used a lot of big pipe insulation "It was through Graham that we as bumpers. To make matters worse, came to know the proprietor of Bagby The forward cockpit of the Chipmunk is the airplane was in the far back cor­ Airfield, John Dundon, who solved short on frills but long on usefulness. ner of a packed hangar, so wrestling it what appeared to be an immense prob­ out of there was a chore. By the end, lem for us: he moved the wingless air­ to get it apart and packed in a 40­ I think a lot of the locals thought we plane about a quarter mile across the foot container. This was also compli­ were nuts! soggy grass with his backhoe. cated because some of the Chipmunk "Again, good fortune must have "It seemed as if everyone on the shipping brackets wouldn't fit, prob­ been looking over our shoulders be­ airport jumped in and helped, and ably because this airplane was some­ cause we came to know Graham Fox at there was a great spirit of 'getting the thing of a prototype and was different Bagby, who maintained the aircraft for job done' and helping out other air­ from later airplanes. Finally, we found Phil Derry. He not only gave freely of craft lovers." a bracket for a TV satellite dish that his knowledge, but loaned us some of Whatever James and David's would work and modified that. We his people to help at the critical stages. problems, the airplane arrived safely

VI NTAGE AI RPLAN E 23 back at Saskatoon, where they looked time we thought about changing the toon approved, and we engaged Gra­ at it closely. G-AKDN, which is what it was known ham Fox to oversee the paperwork and James says, "The airplane was in as since it arrived in England, to a ultimately come over from England good condition, no corrosion or any­ Canadian CF number, it just didn't to conduct inspections. Also, Philip thing like that, although the fab­ look right in our minds. The airplane Derry wanted to maintain his connec­ ric on the wings could probably use had originally been natural alumi­ tion with the airplane, so he's one of some work. Actually, as we were to num with some stripes, and it had our partners, and we have successfully find out, it needed a lot of work. been painted perhaps sometime in preserved the English registration. What was curious was that as the air­ the '60s, but we wanted it in its orig­ James says, "When the aircraft orig­ plane sat in our hangar, the 40-below inal 1947 scheme, which is what it inally came out of its shipping con­ weather caused the paint to flake off, was wearing when it pioneered the tainer, in August 2002, and we flew and it left a shadow of the airplane RAF adoption in 1949. it, over 55 years had elapsed since it on the floor in paint chips. "Somewhere along the line, while initially left the country. Although it When they got ready to approach we were stripping the paint and pol­ flew like a charm, we knew we had our the registration issue, they knew they ishing the aluminum, which took 200 maintenance work cut out for us. It had a lot of work to do. Among other hours, by the way, we decided the best was disassembled and worked on un­ things, the airplane, when built in way to keep the airplane looking origi­ til May of 2004, when it underwent Canada, had a Gipsy Major lC engine, nal was to leave it registered in England its 'Star Inspection,' which is required but when it was being prepped for and fly it here in English registration. every three years for English-registered the RAF trainer competition (the only There was simply too much history to aircraft. It is sort of a super-duper an­ other entrant was the Fairey Primer), lose by changing the numbers. nual. Graham came over and worked the engine was changed to a Gipsy "We could only keep it registered with Tom Coates to do the work. Major 10 Mk2. This didn't go down in the U.K. if we were working with "The test flight after this inspec­ well with Transport Canada, and the an English-licensed engineer and a tion was something really special possibilities of getting it re-registered U.K.-approved maintenance organiza­ because we had George Neal, then were getting dimmer and dimmer. tion in Canada. Once again, luck was 86 years old and still flying his own "By that time, we were already with us, and we managed to have Tom Chipmunk, do the flight. George was looking at paint schemes, and every Coates' aviation company in Saska­ the de Havilland Canada Chipmunk chief production test pilot who did the very first flight on No. 11 back in 1947. It was a thrilling day for us." When the project was finished and the airplane was flying, James and Da­ vid found they had created much more than simply a wonderful airplane. "Graham comes to visit quite often, both for inspections and to go hunt­ ing. Ultimately we expect to host an extended visit by Phil Derry and his family, and flying will be on the agenda. The entire project has been fun with one of the major side benefits being the when an airplane like this Chipmunk thatis so complete comes along, close friendships that have developed. it is terribly tempting to rip everything out and give it at least a fresh Those we never expected and have coat of paint before putting it back together. The foregoing is a tough made it all the more worthwhile." As the airplane now sits, it's not call, but one thing is certain: once the decision is made to remove, re­ only the oldest airworthy Chip­ store, and repaint there is no going back. munk, but also probably one of the Airplane restoration. like so many other things, goes through fads. At most original, because little has been one point it's the rage to customize an older airplane, then total origi­ changed or replaced since it left for England so many years ago. nality, right down to unsafe mechanical systems, reigns, and then 'leave David Gillespie sums it up when it as is"comes on the scene and utility is the goal. Everything changes, he says, "This airplane is very much a but the one constant is that ifan airplane, such as this Chipmunk. isn't part of Canadian aviation history, and over-restored and is left, as much as possible, in its as-found condition. the less we do to change the airplane, the more of that history remains." no mistake is being made and a later age won't be decrying our actions. We like his way of thinking...... 24 DECEMBER 2006 Which one will Santa go for first?

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you like to fly?/I At times it's tough to put it into words, and all you seem to be attempt to explain the remark­ able experience that is personal flight. Hugh Homing as put his thoughts into words, and perhaps he can help all ofus fill in the blanks when someone asks you, "Hey, what's flying all about?/I-H.G. Frautschy

Horsemen say that Sbiving for Proficiency and way from always using your pre-, dur­ when leaming to ride, the Professionalism ing-, and post-flight checklists to fol­ Proficiency and professionalism lowing the aphorism "When in doubt, novice becomes a rider are the pilot's continuing but never­ don't!" regardless of whether the when he or she is in perfectly-achievable goals. Apart from doubt relates to the condition of the control of the horse and the personal satisfaction one gets by pilot, the plane, or the environment. constant improvement in his flying, A sign sometimes seen at the exits of the horse knows it. It is there is another great benefit: the in­ airport parking lots reads, "Be careful, much the same with a creased assurance of staying alive. Un­ you are now leaving the safety of fly­ pilot and his plane. The like most vocations and avocations, a ing." How true! Flying is much safer careless attitude or action, a misjudg­ than driving, bicycling, and other rou­ student becomes an avia­ ment, or a mistake can cost you your tine pursuits, according to statistics. tor when he fully controls life ... quickly and with absolute cer­ the plane and is in con­ tainty. I don't mean to be melodra­ General Aviation's Broad Scope matic or suggest that flying is unsafe, General aviation, which includes trol in any situation. but it is only as safe as the attitude and everything except airline and military proficiency of the pilot. Federal laws, flying, has had an ever-improving The Challenge of Flying regulations, inspections, and periodic safety record over the past 12 years. Broaden your flight-maneuvering proficiency checks all work to assure General aviation includes such diverse expertise to handling weather, navi­ that only properly trained and cur­ commercial flying activities as corpo­ gation, radio communications, flight rently proficient pilots are granted cer­ rate transportation, crop dusting, fish regulations, emergency procedures, tificates (licenses) to fly. scouting, pipeline inspection, ban­ etc., and you begin to understand why ner tOWing, flight instruction, char­ I, and thousands of others, love to fly: Safety Is Always First ter, cargo, and aerial photography. It is a constant challenge to be your Like many professions that involve General aviation also includes non­ best ... to anticipate, plan, and ex­ great degrees of knowledge, skill, and commercial activities, such as recre­ ecute a multiplicity of tasks in an ever­ potential danger, the flying fraternity ational, sport, and business owner changing situation. has generated a number of sayings pilot transportation. Recreational An instructor once told me you that serve as reminders to the veteran and sport flying include aerobatics, should learn something from every practitioner and as gems of wisdom leisure travel, fly-ins, and "Sunday­ flight ... even the briefest, most serene, to the beginner. One of these sayings afternoon-around-the-patch flying." and normal of flights. It is something is, "There are old pilots and there are Recreational flying interests and activ­ I try to practice by asking myself after bold pilots; but there are no old, bold ities also revolve around the types of each sojourn into the blue (or gray) yon­ pilots!" Safety, caution, and conser­ planes flown-antiques, classics, war­ der: What did I learn from that flight vatism are the bywords of the expe­ birds, homebuilts, gliders, sailplanes, ... or what might I have done more rienced pilot. If one follows the rules hang gliders, ultralight aircraft, and effectively, more effiCiently, or more and principles of safe flying, it is in­ the up-and-coming new group of smoothly? Did I do my best? deed a safe pursuit. This goes all the sport pilot-eligible lightplanes. 28 DECEMBER 2006 The Technical Versus Aesthetic Appeals of Flying As you might surmise, one of the GET THE SKILLS great challenge-appeals of flying is its all-consuming involvement and test­ ing of one's physical, intellectual, and TO GET IT BUILT emotional qualities. One must develop and apply these qualities with disci­ pline, balance, and grace to the three AT EM SPORTAIR WORKSHOPS outside-the-self entities: the aircraft, the physical environment, and the sit­ uation at hand. If all this sounds ordered and techni­ cal, don't be misled, because the other great appeal of flying is the almost over­ whelming sense of freedom and beauty it bestows ... sometimes bordering on the spiritual or mystic. There have been times, when flying alone, that I have lit­ erally burst into song-so moved and in­ spired was I to be as free as the proverbial bird, soaring in the heavens far removed from earthly restraints and obstacles. It is difficult to describe the elation and awe one feels while flying in an azure sky, as the red-orange sun is ris­ ing over the hills and valleys filled with morning mists. Or to be able to see 100 miles in all directions on a crystal clear day, from the white surf of the ocean to the purple inland mountain ranges. The beauty of flight transcends all other aspects of flying. GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS Flying Teaches About ute in General DEC 1-3 WPAlM BEACH, Fl • Repairman (lSA) Inspection-Airplane There are also many benefits that fly­ ing brings to one's life in general, apart DEC 2-3 CORONA, CA • RV Assemb~ from the obvious quick and convenient transportation and the kind of plea­ JAN 20-22 WPAlM BEACH, Fl • Repairman (ISA) Inspection-Airplane sures already described. 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VINTAGE AIRPLANE 29 to determine present position, one starts gasoline in the clear plastic sampling Similar but smaller fly-ins are held by looking at the big picture-scanning container. In this instance there was no throughout the United States during the distance first for prominent large globule; just clear liquid, presumably the other times of the year. During the landmarks such as mountains, rivers, cit­ gasoline. But upon closer inspection, I social flying season from roughly April ies, etc. and relating these to the charts. found that 98 percent of the clear liquid through October, the flying enthusi­ You then narrow down position by look­ was water with only a small surface layer ast can attend a fly-in or other aviation ing at more specific detailed landmarks of gasoline! That was not what I was ex­ event within reasonable distance almost such as highways, lakes, railroad tracks, pecting, and I almost overlooked it. If I every weekend. A pilot's range of inter­ and relating these to the chart. And fi­ had concluded from that non-globule ests includes not only the pleasure of nally, you narrow down position by re­ sample that the gasoline was not con­ aerial solitude but also the fun of social­ lating a quarry, outdoor movie, bridge, taminated and taken off, chances are izing with the band of brothers and sis­ racetrack, or road intersection to the that amount of water in the fuel would ters. And, interestingly enough, one of a chart and pinpoint your position. Such have caused the engine to quit at a criti­ pilot's greatest pleasures is to introduce an approach of always starting with the cal time during takeoff. So, we don't ig­ or share the love of flying with non-fli­ big picture and then looking to the de­ nore the details and make sure we see ers. Few experiences rival that of seeing tails is a sound one for handling any sit­ what is really there rather than what we the expressions of awe, wonder, and ela­ uation one encounters in life. Otherwise, expect or want to be there. tion on a youngster's face during a first we fall into the dilemma of not seeing flight. EAA's Young Eagles program has the forest for the trees. The Social Aspects of Flying given more than a million and a quar­ On the other hand, one must not ig­ In addition to the personal challenge ter flight experiences to youngsters the nore the details. If you're flying at night and gratification one gets from the world over, and more are added to the on a course where there is a 4,000-foot act of flying, there are also social and world's largest logbook each day. mountain, and you let your altitude cultural benefits. The most pervasive drift down to 3,900 feet because of in­ of these is the camaraderie that exists The Diverse Appeal of Flying attention or downdrafts, you might be among pilots ... an almost mystical bond The focus of my flying interests is in for a rude awakening (or in this case, that pilot-author Ernest Gann chose as the golden age of flying ... the period the opposite of awakening). Closely al­ the theme for his novel A Band ofBroth­ of the 1930s through the World War lied to the principle of being attuned to ers. This camaraderie manifests itself in II years. The romance of the era, as ex­ one's environment (position) is the cor­ many ways on a social level, from mem­ emplified by the barnstormers, airmail ollary of seeing what is there, not seeing bership and activity in various flying pilots, racing pilots, early airline pi­ what you want to be there. It's common organizations to participation in fly-ins, lots, and combat pilots is beyond com­ for student pilots to get lost when flying safety seminars, community flying proj­ parison. Perhaps it is because the pilot cross-country for the first time because ects, and just plain hangar flying, where (the human factor) was predominant they have a preconceived idea of where pilots get together informally to tell tall as opposed to the technological. It also they should be. They will strain to find tales and discuss airplanes and airman­ strikes me that the aircraft of that era on the ground the radio tower or lake ship for hours on end. were more diverse and were more works that their flight course line on the chart Foremost among these social activi­ of art and individuality than mechani­ says should be there. It may not be there ties is Oshkosh, the cryptic description cal marvels or technical triumphs. This because the plane has veered far off of the world's largest flying event: the is a highly subjective and personal view­ course or is either ahead or behind es­ Experimental Aircraft Association's an­ point and is in no way disparaging of timated position because of winds that nual international aviation convention the high-tech aerospace and avionic de­ have changed or were incorrectly esti­ and fly-in, held at Oshkosh, Wiscon­ velopments that are so ubiquitous in mated in plotting the course. In life, too, sin. During the seven-day event, from contemporary aviation and flying. sometimes we ignore the facts or reality the end of July through early August, There are thousands of homebuilders of the situation and proceed as if things some ten thousand airplanes and al­ who design, construct, or assemble their are the way we expected or wished them most three-quarters of a million people own aircraft from original plans or kits, to be, not the way they are. convene on Wittman Regional Airport taking thousands of hours and a num­ Not too long ago I had an eye-open­ to view more than a thousand display ber of years in the process. Building ing experience that illustrates the im­ aircraft (antiques, claSSiCS, warbirds, their own aircraft and flying it is their portance of seeing what is there rather homebuilts, and ultralights), participate source of achievement and reward. than what you expect ... and paying at­ in up to one hundred aviation forums, It is just this diversity of interests and tention to detail. When preflighting the visit hundreds of exhibitor's booths, freedom of choice that gives aviation airplane, you take fuel samples from the and experience a three-hour air show its broad appeal. There is indeed some­ engine gascolator and each wing tank each day. There are also social gather­ thing for everyone, and a great part of to test for contamination-either dirt ings each evening at the Theater in the the pleasure is in the seeking and find­ or water. When water is present, it ap­ Woods, in the campgrounds, and in the ing of those things that constitute your pears as a globule at the bottom of the aircraft parking areas. personal world of flight......

30 DECEMBER 2006 NonnaJoyce Greensboro, NC 27425

• President of AUA, Inc. since 1986 Norma Joyce pictured with her granddaughter, • Post Treasurer for EAA Chapter 8 Mikaela Ann Kamsch, who in GSO, NC is now 5 years old and says she just loves flying. • Vintage Chapter 3 Boord of Directors and Secretory for 2007

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AUA's Exclusive EAA Vintage AircraftAssociation Insurance Program Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverage& No component parts enCiorsements Superfljte'tM _____ ~ System I H.G. FRAUTSCHY AND BILL SCHLAPMAN BUTYRATE A Drive in the Clouds-The Story ofthe Aerocar By Jake Schultz ESYSTEM The story of the Aerocar has been a long time coming, but ffJI£----'­ it's well worth the wait. Jake Schultz took literally years to re­ search and write this book, which was published this summer by Flying Books International. INTAGE Schultz, an engineer with Boeing, had the good fortune to become friends with both Molt and Lillian "Neil" Taylor, who LANES opened up their archive for research into the Aerocar proj­ ects, as well as many other fascinating projects worked on by Classic Finish for Classic Airplanes Molt Taylor during his long and prolific aviation career. The Since 1949 book takes the time to fill in many of the details of Molt's life, MaAY Origiltll Manufacturer's colors are available. Give your Vintage things that would all contribute to make the Aerocar, the IMP, Aircraft an·award·winning, onginal finish with unlimited color choices. Coot, and other projects come to fruition. Taylor's creation of Covering materials price for standard vintage aircraft approximately $3500 the Aerocar was the closest we ever got to full-scale produc­ Purchase the entire kit and receive a 10% discount. tion of a road able vehicle, even when aerospace giants such as Convair got into the act. That was due in part to the incredible dedication to the concept by Molt and Lillian, who did their best to bring the Aerocar to life over most of their careers. Side­ bars throughout the book highlight the personal involvement of many others in the Aerocar projects throughout the years, including personal remembrances by Carl Gladen, one of the ----'~~~~~~~~~~===~=~=~~=~.J Aerocar's early distributors and the producer of the Aerocar plastic model. Also detailed are the near-misses as Taylor did his best to get the Aerocar into production, but a combination of poor management on the part of one producer, along with excessively high production cost estimates by others, kept the Aerocar's production very limited. There is plenty of new material here to enjoy, and some you'll shake your head at as you realize that but for a few mis­ guided individuals intent on making quick money, the Aero­ car would have made it into prodUction, and we'd be seeing it as a vintage airplane, rather than an interesting novelty. Available in both softbound and a limited edition of hard­ back editions, A Drive in the Clouds~The Story ofthe Aerocar (ISBN: 0-9725249-2-4) is available through EAA and other aviation booksellers, including Historic Aviation (www.His­ toricAviation.com).

Stearman Aircraft: A Detailed History Ed Phillips has been a prolific writer of aviation history, having researched and written eight books on the individual histories of aviation manufacturers that at one time or another made their mark on Wichita, Kansas. Neatly documented in this latest book by Phillips: the work accomplished by Lloyd Stearman, and the aircraft produced by companies associ­ ated with this pioneer aircraft designer and builder. Peppered with a great number of photos from the period, the book tells TO ORDER the story of Stearman himself along with many others who 1·800·843·3612 were involved in the Stearman Aircraft Company. From his From U.s. and Canada, all others 920-426-5912 work at Swallow aircraft up through the legendary PT series or online at eBB. biplane trainer, Stearman's history as a talented designer is 32 DECEMBER 2006 well documented. A few surprises are in host of South American countries all today. As shown by Chet, another en­ the pages; for instance, we all know that were visited by Lindbergh flying the abler for the amateur builder was basic the PT series trainers were built in Wich­ Spirit. Organized and funded by the Dan­ wood construction. Wood was used for ita, but how many of us knew that the iel Guggenheim Fund, Lindbergh's avia­ both cost and familiarity to the build­ same company also built many of the tion evangelical message was brought ers. Chet gives a firsthand report as Cold War's Boeing B-47 and B-52 bomb­ to cow towns and big cities with equal he reveals his personal efforts during ers when it became a division of Boeing? enthusiasm. Lindbergh exhorted local his current building of a Pietenpol Air The book is also profusely illustrated officials to invest in airports and the in­ Camper, which includes the Model A with color photos in Appendix A. If frastructure to boost both aviation and Ford engine. In fact, he interrupted his there is one section of the book I would the local economy. project to write the book. like to have seen done better, it's this, Each of the tour stops is described in In the post-World War II era, new because the color photos suffer from detail, with nearly every stop also docu­ generations of automobiles were de­ poor quality control by the printer dur­ mented by a photo or two. Cassagneres' veloped and marketed. The Chevrolet ing the layout and printing process, indefatigable work to gather this infor­ Corvair, powered by a rear-mounted, with a number of them marred by an mation took great dedication, and he has air-cooled engine, was introduced in excessive amount of magenta ink. In patiently woven it into a quite readable the late 1950s. Here again, Bernie recog­ addition to the color-photo section, a book that is both entertaining and infor­ nized a special opportunity and in 1960 handy set of reference drawings created mative. Included in the book is a fold-out adapted the six-cylinder, air-cooled Cor­ by Kenneth D. Wilson, noted drafts­ map with all of the tour flights shown. vair engine to the Air Camper-more man, is published in Appendix E. It's You can purchase an autographed horsepower, less weight. Improved per­ just what's needed for modelers and en­ copy of The Untold Story of Lindbergh's formance! It's all detailed in the chapter thusiasts of the PT series trainers. Also 1927-1928 Good Will Tours (ISBN: 1­ on Corvair Power. in that set are Peter Westburg's Stea­ 57510-125-4) from its author by writing Air Campers were never sold as kit rman 4E drawings. to him at Ev Cassagneres, 420 Budding planes in the currently accepted sense. Hardbound, Stearman Aircraft: A De­ Ridge Road, Cheshire, CT 06410. For Kits offered by Bernie were bundles of tailed History (ISBN: 1-58007-087-6) is more information, you can give him selected woods in appropriate sizes and available from EAA and other booksellers, a call at 203-272-2127, but be advised specially modified parts for the Model A including the publisher, Specialty Press: that he cannot accept credit cards. The engine conversion. Some builders make www.SpecialtyPress.com or 800-895-4585. cost is $29.95, shipping within the convenience or comfort modifications, Retail price is $39.95 plus shipping. United States. but normally they stick closely to the time-proven plans. The Untold Story ofLindbergh's The Pietenpol Story There are active Pietenpol clubs or 1927-1928 Good Will Tours By Chet Peek groups that extend the pleasures of own­ By Ev Cassagneres Review by William J. Schlapman ing and flying Air Campers. All are cov­ Wow! Ev Cassagneres' companion Chet Peek's newest book-The Pi­ ered in the closing chapters. An annual book to his The Untold Story ofthe Spirit etenpol Story-to my knowledge, is the gathering at Brodhead, WisconSin-pre­ ofSt. Louis is an equally impressive work, first and only book available on the life ceding EAA AirVenture Oshkosh-is the compilation of decades of research of B.H. "Bernie" Pietenpol and the Pi­ particularly interesting. begun back in the 1960s. Cassagneres etenpol Air Camper. He's the pioneer In addition to The Pietenpol Story, was fortunate to live in Connecticut, developer of a very successful auto en­ Chefs books include The Heath Story, and after the intercession of a mutual gine-powered homebuilder airplane. Flying With 40 Horses, The First Cub, Res­ friend, he and Lindbergh met in 1968, Created during the Great Depression, urrection ofa Jenny, The Taylorcraft Story, with Lindbergh giving his support of it featured modest cost combined with and The Spartan Story. All are avail­ Cassagneres' research. This opened up reliability to depend upon during the able at EAA and at aviation book outlet an entire universe of university and mu­ 1930s, when flying was beyond the stores. Entertaining, of reference qual­ seum archives. Coupled with a drive for reach of most people. With its two­ ity, and historically educational, they're historically accurate research, the pair place cockpit, the Air Camper was just well worth having, and for those who re­ of volumes will go down as the defini­ the ticket for giving airplane rides. ally love airplane history-this book is a tive work on the Spirit of st. Louis and The key that Bernie recognized was must read! Order them and enjoy! ...... the impact the aircraft and its boyish pi­ a suitable but reasonable cost engine lot would have on aviation during 1927 available to power a plane for entry­ For books available from EAA, you and subsequent years. level flying. When Henry Ford intro­ can visit the EAA bookstore at www.EAA. This second volume fleshes out the duced the new Model A car series in org and click on the Online Shopping Good Will Tour embarked upon by 1928, its engine became the answer to button on the lower left corner of the Lindbergh after his triumphant return Bernie's search. Chet's book provides in­ website. Or, you can place your order via to the United States. Eighty cities in the formative and exciting pictures of that phone with EAA's friendly folks in Mem­ United States, Canada, Mexico, and a period, a time so totally different from ber Services at 800-843-3612.

VINTAGE AIRPLANE 33 BY DOUG STEWART Best glide

I was in a pilot briefing room, one their animated discussion, I noticed the pilot's operating handbook (POH) dark gray day, getting the weather that the younger man was wearing a for the aircraft. But for those of us fly­ from the WSI station when I over­ shirt identifying him as an instructor ing older aircraft that don't have a heard the following conversation be­ with the local flight school. I must POH (and might not even have much tween an elderly gentleman and a admit that I was taken aback. I had of an operator's handbook, for that young man who appeared to be in surely thought the elderly gentleman matter) a published source of this air­ his 20s. The gray-haired fellow was was the instructor who was trying speed might not exist. saying: " . . . but what about best loi­ to lead his client, through a Socratic Ifthat is the case, then using the best ter speed? Wouldn't we want to use method, to a better understanding of rate of climb speed (Vy) for your aircraft that speed in a glide, once we had the subtleties of what to do when the as your best glide speed will certainly our landing site below us?" engine quits and the airplane sud­ have you close to your best LID speed. The young man replied: "No! There denly turns into a glider. We would most definitely use this is only one speed to use once the en­ airspeed if the engine has ceased to gine has failed, and that is the best function while we are at altitude and glide speed as published in the POH. "No! There is only have some distance to cover as we That glide speed is also known as the glide to a suitable landing site. It is best lift over drag (LID) speed. It is one glide speed to the glide speed that will allow us to that speed alone that will give you maximize the distance covered in a the best glide performance because use, and that is, as glide. Let us also remember that even that is where the two curves for para­ if we have that speed published in a site drag and induced drag intersect." I said, the best LID POH or owner's manual, that speed, I was eager to hear the response to as published, is determined for use that. Whereas the term "best loiter when at maximum gross weight. speed" was a new one to me, I cer­ speed as published Seeing as how too many of the en­ tainly was well familiar with the term gine failures that pilots experience "minimum sink speed" that every in the POH ." come as a result of poor fuel man­ glider pilot is intimately acquainted agement, it is certainly reasonable to with. The graybeard's response was: Unfortunately there are many pi­ think that the aircraft will weigh less "Well, yes, best LID speed will give lots, instructors included, who do than the certified max gross weight you the greatest distance covered in not have a thorough understanding when the engine stops working. a glide, but once we are overhead our of what airspeeds to use in a glide. Keeping this in mind, remember to chosen landing site, wouldn't we be Certainly best glide speed is an im­ reduce that glide speed somewhat to more concerned with a maximum portant one to be familiar with. This compensate for the lessened weight. time aloft to allow us to set up for our is indeed the airspeed where the re­ But let us now say that by us­ pattern and landing?" sultant penalties of induced drag, a ing the best LID speed to maximize The young man was adamant. by-product of lift, and parasite drag, our glide, relative to distance, we "No! There is only one glide speed to simply stated the drag resulting from now find ourselves overhead a cho­ use, and that is, as I said, the best LID things in the way of the airflow sen landing site with plenty of alti­ speed as published in the POH." As I around the aircraft, are equal. tude left to lose; do we still want to looked at these two folks and took in This airspeed is typically found in maintain that same speed? This is

34 DECEMBER 2006 the question the elderly gentleman maximizing the glide. But let's re­ way in). I consider this as akin to put­ at the start of this article had been member that to get the prop to stop ting money in the bank. What I mean posing. If distance to cover is no lon­ we are going to have to slow down by this is that if I find myself com­ ger an issue, wouldn't our ability to significantly, typically to an airspeed ing up short on final approach, as a maximize our time in the air, relative of less than 60 knots. To do this we result of the increased drag that the to altitude, be of greatest concern? will obviously need to pitch up, which now-extended gear has created, I can G !ider pilots are very conversan t will gain us some altitude. But it also now pull the prop control all the way with this speed as they seek to maxi­ means that we might be flirting aw­ out. As the propeller now "shifts" to mize their time in a thermal, and they fully close to our stall speed, and if we course pitch, the airplane will get refer to it as minimum sink speed. Un­ inadvertently stall as we endeavor to "sucked" ahead to the runway. fortunately, it is a speed that we power stop the prop, the altitude we lose as I would like to discuss one more pilots will probably never see in our we recover from that stall will far out­ thing relative to flying the traffic pat­ POHs. (At least I have yet to see it weigh any advantages we might have tern when our airplane has become there.) A good way to approximate that gained from stopping the prop. There­ a glider. When flying with the en­ speed is to multiply the "clean" stall fore my advice is to not bother trying gine running, we certainly endeavor ) speed (VS1 by 1.2. This should afford to stop the propeller unless you are re­ to plan our turn from the base leg to most pilots their best minimum sink ally, really high, and you are positive final so that the airplane intercepts speed, maximizing their time aloft. you can't get the engine restarted. the extended runway centerline at Let's also consider some of the the completion of our turn. It is what other things that we can do to max­ we have been striving to do from the imize (or minimize, if we find our­ Glider pilots are very day we began learning to land. Now selves too high) our glide. Certainly obviously if we realize that we won't our configuration will have a major conversant with this make it to the runway, if we continue effect on glide performance. Flaps to the extended centerline on the (oops, I guess that leaves my Super speed as they seek base leg and the engine has ceased Cruiser out) as well as gear (if you working, we turn toward the runway have a retractable gear airplane) can to maximize their as soon as that realization hits home. be used to control our descent rate. But what about when we find our­ Certainly "getting dirty" will allow time in a thermal, selves high on the base leg? Certainly us to descend much more rapidly, if getting as dirty as we can both with we find ourselves high. (In fact, my and they refer to it as flaps and gear will help. We can also Cardinal RG will rival a grand piano forward slip to lose altitude. But so in its glide once the flaps are fully de­ often I see pilots turn final as they ployed and the gear is down.) minimum sink speed. approach the extended runway cen­ However, if we find ourselves get­ terline even when they are way too ting low on our fi nal approach in the While we are speaking of propel­ high. What says we have to do that? engine silent mode, saving the flap de­ l!~rs, there are some things to consider, (All our prior training and condition­ ployment to the last possible moment relative to maximizing our glide, if we ing is what.) Instead, if you find your­ can quite often afford a balloon up have a constant-speed or controllable­ self high, continue on through the of anywhere from 10 to 30 feet. If we pitch propeller. When everything gets centerline, and turn back when and as have already deployed our flaps, either really quiet and we are at altitude, pull­ necessary to get yourself on the proper fully or partially, and realize we might ing the propeller control all the way glide slope to your intended touch­ be coming up short, then cleaning up aft, moving the propeller into course down point. the flaps, although initially yielding pitch, will add significantly to the dis­ Remember, we have to use all the a sink, will allow us to accelerate and tance we will cover in a glide, as the possible tools and techniques we have perhaps make the field. This would be drag of the spinning propeller disc is to get ourselves to a chosen land­ similar to the way a glider pilot might reduced in course pitch. This advice is ing site once the engine has stopped work the spoilers and speed brakes often fo und in the aircraft POH. working. Regardless of whether it's a while on final approach. We can do But that is as far as the POH goes. dark and gray day or we have ... blue the same with our flaps. I have some other advice to offer. If skies and tail winds. I have often had pilots ask me I find myself in glider mode at alti­ about bringing the propeller to a stop tude, I will indeed pull my prop to Doug Stewart is the 2004 National CFI to help in maximizing the glide. It course pitch, but once I find myself ofthe Year, a Master Instmctor, and a des­ is absolutely true that if we can stop over my chosen landing spot, I will ignated pilot examiner. He operates DSFI the propeller, we will get a significant put the propeller back into flat pitch Inc. (www.dsflight.com). based at the Co­ reduction in drag, which will aid in (by moving the prop control all the lumbia County Airport (lBl). ~

VINTAGE AIRPLANE 35 BY H.G . FRAUTSCHY

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 to be in no later th an January 15 for inclusion in the March 2007 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line.

S E PT E MB E R ' S MYSTERY ANSWER

Here's our first letter about the September's Mystery Plane: The subject Mystery Plane is a Fokker Universal, c/n 421 (NR-1776) . The photo was taken at Boeing Field, Seat­ tle, Washington, on or before May 31, 1932. A reference for this is Peter Bowers ex­ cellent series "The American Fokkers," in particular Part 2, published in the AAHS Jour­ nal, Vol.4, No.4, Winter 1966, pp.253-265. Your photograph is also published in this arti­ cle. To save you time, I'll quote verba­ flyer in. Nat Browne had acquired a in Part 1. An assistant was to take off tim from Bower's last paragraph on p. well-used J-5 Universal and tried to with Browne to handle the refueling, 258 and carried over to p. 260. It is an fly it non-stop from Seattle to To­ after which he would depart by para­ interesting story. kyo for an established prize. Since it chute and leave Browne to go solo "The reputation of the widely­ couldn't take off with enough fuel for the rest of the way. The Universal still publicized 'Fokker Cantilever Wing,' the distance, he decided to take on had to take off with an overload since which did not apply to this particular fuel from a tanker after takeoff. The the tanker was of rather limited ca­ design, almost did one eager distance tanker was the Fokker C-5 described pacity. In order to get a running start,

3 6 DECEMBER 2006 Browne had a sloping ramp built at the north end of Boe­ AERO CLASSIC ing Field. To save weight and drag on the plane, he had "COLLECTOR S ERI ES" previously removed the wing struts and replaced the.!ll with wires, figuring that the 'cantilever' wing would stand Vintage Tires up under the weight when not in flight. However, the jolt New USA Production at the bottom of the ramp on the running start of May 31, Show off your pride and joy with a 1932, bent the wing downward momentarily and this was fresh set of Vintage Rubber. These enough to crack the spars. The forward speed and resulting newly minted tires are F AA-TSO'd lift kept the wing from further downward movement and and speed rated to 120 MPH. Some the wires held it from any noticeable upward movement. things are better left the way they were, and in the 40's and 50's, these tires were perfectly in Under such conditions the Universal staggered into the air. tune to the exciting times in aviation. Troubles developed during the refueling. The hose flopped Not only do these tires set your vintage plane apart from around in rough air and the nozzle hit the Universal's tail. the rest, but also look exceptional on all General Aviation In the subsequent maneuvering, the wing folded under aircraft. Deep 8/32nd tread depth offers above average a negative load. Browne and his assistant, Frank Brooks, tread life and UV treated rubber resists aging. bailed out and the Universal crashed into Puget Sound, to First impressions last a lifetime, so put these jewels on and the west of the city of Seattle." bring back the good times ..... The Fokker C-S used as a tanker was the only Fokker C-V New General Aviation Sizes Available: registered in the United States. Bowers, in Part 1, describes 500 x 5, 600 x 6, 700 x 8 it as a C-Vc (also known as the CoS), c/n 4127 [439]. It had Oesser has the largest stock and its own interesting history. selection of Vintage and Warbird By the way, Part 1 of Bowers' series included the Fok­ ker B-III [149] that baffled me as the August 2006 Mystery tires in the world. Contact us Plane. It belonged to a Vanderbilt, too. with Jack Erickson Te l ePhone: 800-247-8473 or f{j 323-721-4900 FAX: 323-721·7888 State College, Pennsylvania DESSER 6900 Acco 51., Montebello , CA 90640 TIRE & RUBBER COMPANY 3400 Che lsea Ave , Memphis, TN 38106 www.desser.com And our second letter: ~ The September 2006 Mystery Plane, is a modified Amer­ ican-built Fokker "Universal" (basically, an "American­ ized" F. VIla) constructed by the Atlantic Aircraft Corp. (The Atlantic Aircraft Corp., should not be confused with WI'VE the Atlantic Aircraft Co., which built a twin-engined "Bat­ tleplane" in 1916. Described in Aerial Age Weekly, volume ••• "OIJ 4, number 3, October. 2, 1916, pp 68-69, 74.) The Atlan­ tic Aircraft Corp., formed on December 14, 1923, did not c••__• actually begin business until May 1924. It was formed on the 800-acre grounds of the Wittemann-Lewis Aircraft Corp., (which it absorbed) at Teterboro, New Jersey (later, hese are the first tools you need Teterboro Airport), close to Hasbrouck Heights. Tto buy when you re-cover your The particular Universal shown in the October 2006 Vin­ airplane. Anyone who has used them tage Airplane photo (p. 34) was used by Nate C. Browne (some sources call him Nat, and spell his surname as: will tell you they're the next best Brown), and his assistant, Frank Brooks, for their ill-fated thing to having one of our staff right May 1932 flight from Seattle-Tokyo. beside you. The VHS tape and the Another view of the Brown(e) Universal on its special DVD will give you the Big Picture, launching ramp can be found online in the digital col­ and the manual will walk you step lections of the University of Washington (at Seattle). As by step through every part of the Fokker aficionados will recall, this was not the first time such a ramp was used. The first time was the Fokker C-2 process. You're never on your own (an Americanized F.VIIa/3m built by the Atlantic Aircraft when you're using Poly-Fiber. Corp.). America, used for Admiral Richard Byrd's flight (with Bert Acosta, Bernt Balchen and George Noville) from www.po)yfiber.com Roosevelt Field, Long Island, New York, to just off the e-mail: [email protected] beach of Ver-sur-Mer, Normandy, France, onJulyl,1927. According to Fokker: A Transatlantic Biography, (Dier­ 800-362-3490 continued on page 39 VINTAGE AIRPLANE 3 7 Something to buy , sell, or trade? The following list of coming events is furnished to our readers as a matter of Cla ssified Wo rd Ad s: $5.50 per 10 words, 180 words maxim um, wi th information only and does not constitute boldface lead-in on first line. approval, sponsorship, involvement, control, Classified Display Ads : One co lu mn wide (2.167 inches) by 1, 2, or or direction of any event (fly-in, seminars, fly market, etc.) listed. To submit an event, 3 inches high at $20 per inch. Black and white only, and no frequency send the information via mail to: Vintage di scounts. Airplane, P.O. Bux 3086, Oshkosh, WI 54903-3086. Or e-mail the information Adve rtising Closing Dates: 10th of second month prior to desired to: [email protected] rg. Information issue date (i. e. , January 10 is the closing date for the March issue). VAA should be received four months prior to the reserves the right to reject any advertising in conflict with its pol icies. event date. Rates cove r one insertion pe r issue. Classified ads are not accepted via 2007MAJOR phone. Payment must accompany order. Word ads may be sent via fax FLy-INS (920-426-4828) or e-mail ([email protected]) using credit card payment For details on EM Chapter fly-ins and other local (all cards accepted). Include name on card , complete address , type of aviation events, visit www.eaa.orgjevents ca rd, ca rd number, and expi ration date. Make checks payable to EAA. U.S. Sport Aviation Expo . Sebring Regional Airport, Sebring, FL Address advertising correspondence to EAA Publications Classified Ad January 11-14,2007 www.Sport-Aviation-Expo.com Manager, P.O. Box 3086, Oshkosh , WI 54903-3086 Sun 'n Fun Ry-In Lakeland Linder Regional Airport (LAL), Lakeland , FL Airplane T-Shirts BABBITT BEARING SERVICE April 17-23, 2007 150 Different Airplanes Available - rod bearings, main beari ngs, www.Sun-N-Fun.org WE PROBABLY HAVE bushings, master rods, valves, EAA Southwest Regional-The Texas Ry-In YOUR AIRPLANE! piston rings. Call us Toll Free 1-800­ Hondo Municipal Airport (HDO), Hondo, TX June 1-2, 2007 www.airplanetshirts.com 233-6934, e-mail ramremfg@aol. www.SWRR.org 1-800-645-7739 com Website www. ramengine.com Golden West EAA Regional Ry-In VINTAGE ENGINE MACHINE WORKS, Yuba County Airport (MYV), Marysville, CA June 8-10,2007 Flying wires available. 1994 pricing. N. 604 FREYA ST., SPOKANE, WA www.GoldenWestRyln.org Visit www.f/yingwires.com or call 99202 Rocky Mountain EAA Regional Ry-ln 1 800-517-9278. Front Range Airport (FTG), Watkins, CO LET BRENCO HELP YOU GET YOUR June 23-24, 2007 ~~ I'M'W. RMRR.org :' THERE'S JUST NOTHING LIKE IT IA CERTIFICATE-Brenco has a ON THE WEB!! Arlington EAA Ry-In 25 year history of training A&P's to Arlington Municipal Airport (AWO), Arlington, WA www.aviafion-giftshop.com obtain their Inspection Authorization. July 11-15, 2007 A Website with the Pilot in Mind Courses are offered every year in www.NWEAA.org (and those who love airplanes) Battle Creek MI , Columbus OH , EAA AirVenture Oshkosh Wittman Regional Airport (OSH), Oshkosh, WI Kenosha WI and Rockford It. Call July 23-29, 2007 Warner engines. Two 165s, one fresh 1-800-584-1392 for additional www.AirVenture.org O.H., one low time on Fai rchild 24 information EAA Mid-Eastem Regional Ry-ln mount with all accessories. Also Marion Municipal Airport (MNN), Marion, OH Helton Lark and Aeronca C-3 project. August 25-26, 2007 CUSTOM PRINTED T-SHIRTS for your http://MERFl.info Find my name and address in the flying club, flight shop, museum. Free Officers and Directors listing and call Virginia Regional EAA Fly-In samples. Call 1-800-645-7739 or 1­ Dinwiddie County Airport (PTB), Petersburg, VA evenings. E. E. "Buck" Hilbert. October 6-7, 2007 828-654-9711 www.VAEAA .org , A&P I.A.: Annual, 100 hr. inspections. EAA Southeast Regional Ry-In Wayne Forshey 740-472-1481 *WWW.AEROSPACEFACTS.COM Middleton Field Airport (GZH), Evergreen, AL October 5-7, 2007 Ohio - statewide. ' is the first aerospace website where www.SERFI.org you can find relevant information Copperstate Regional EAA Ry·ln quick and easy www.aircraftnotes.com: Aircraft Casa Grande (Arizona) Municipal Airport (CGZ) reviews, comments, & ideas JUST TRY IT . . . October 25-28, 2007 WWW.copperstate.org

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1-888-388-8803 1-780-447-5955 Call Today For Our New Catalog Exhaust Systems Carb Air Boxes Structural Assemblies q /In Clamps & Hardware Each Cable is Proof Load Tested Round Engine Exhausts and Prestretched for Stability Engine Mounts Fuel Cells *Quick D elivery Heaters *Reasonable Prices All Makes & Models www.acomwelding.com *Certification to MIL-T-6117 & MIL-C-5688A * 1/16" to 1/4" continued from page 37 *Certified Bulk Cable and Fittings are Available ikx, Marc, Smithsonian Institution The 1923 refueling endurance re­ ~McFarlane · Press, 1997, p 119. cf: Bowers, Peter cord was surpassed in January1929, M. The American Fokkers, Part 2) when a Fokker C-2A (named the McFarlane Aviation Products Nat(e) Brown(e) modified the Fok­ Question Mark. A large? was painted McFarlane Aviation, Inc. 696 E. 1700 Road ker Universal by removing the wing on the side of the fuselage), crewed Baldwin City, KS 66006 brace struts and replacing them with by Sgt. Roy Hooe, Lt. Elwood Que­ 800-544-8594 wires to save weight. Unfortunately, sada, Lt. Harry Halverson, Capt. Fax 785-594-3922 www.mcfarlaneaviation.com all did not go well. After takeoff, the Ira Eaker, and Maj. Carl Spaatz, re­ [email protected] duo had planned to refuel the aircraft mained airborne for 150 hours, 40 in flight using a hose, which became minutes, 15 seconds. Like the 1923 831 VIs.t I Iiii1 jammed in the rudder, and appar­ flight, the Question Mark was refueled ently rendered the aircraft almost in flight by a hose. However, this uncontrollable. When it became time, from a Douglas C-l Transport clear that the wing was about to fail, (ATC No. 14), flown by Ross G. Hoyt, the crew successfully parachuted to and over Los Angeles. safety, and the aircraft crashed into Between 1926 and 1931, 45 Fokker Puget Sound. Universals were constructed by the The concept of aerial refueling Atlantic Aircraft Corp. at Hasbrouck used by Brown and Brooks was by no Heights, New Jersey; each basic land­ means new. It goes back at least as far plane version selling for $14,200, and as June 1923 when a DH-4 flown by each seaplane for $16,650, equipped United States Air Service (USAS) pi­ with twin-Hamilton duralumin lots Us. Lowell H. Smith and J. Paul floats. There were numerous versions Richter, stayed aloft over San Diego, of the Universal, equipped with both California, for four days, refueled by Wright J-4 and J-5 engines. They were another DH-4. Smith, incidentally, widely used in the United States and took part in the Trans-global flight of Canada for everything from bush the Douglas World Cruisers one year flying and airline flights, to airmail later in 1924. Ironically, the Atlan­ service. A good description of a Fok­ tic Aircraft Corp's first contract was ker Universal (ATC No.9), and the not for Universals, but for 135 new subsequent Super Universal (ATC No. welded steel tube fuselages for DH­ 52), and Standard Universal (ATC No. 4s. Apparently, this contract was a 164), can be found in volumes 1 and OIN T ODAY! reward by Gen. William Mitchell in 2 of Joseph P. Juptner's U.S. Civil Air­ exchange for Fokker's establishment craft (The Universal is described in 800- 3 22-241 2 of an American company. Something volume I, pp 33-35). AND RECEIVE 12 ISSUES OF VINTAGE AIRCRAFT Mitchell had strongly urged Fokker Wesley R. Smith ALONG WITH OTHER to do. Springfield, Illinois GREAT BENEFITS

VINTAGE AIRPLANE 39 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice~President Web Sites: www_vin tageaircra(t.org, www.airventllre.org, www.eaa.org/memberbene{its Geoff Robison George Daubner 1521 E. MacGregor Dr. 2448 Lough Lane E-Mail: vintageaircra([email protected] New Haven, IN 46774 Hartford, W I 53027 260-493-4724 262-673-5885 EAA and Division Membership Services Flying Start Program ...... , .. . . 920-426-6847 [email protected] vaa(lyboy

Membership dues to EM and its divisions are not tax deductible as charitable contri butions

Copyright ©2006 by the EM Vintage Aircraft Association, All rights reserved. VINTAGE AIRPLANE (USPS 082-750: ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Avia­ tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: [email protected]. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is $36 per year for EM members and $46 for non-EM members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: [email protected]. FOR­ EIGN AND APO ADDRESSES - Please allow at least two months for delivelY of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Vinlage Aircraft Association does not 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 POLICY: 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 the contributor. No remuneratior. is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIAnON®, the EAA Logo® and Aeronautica™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.

40 DECEMBER 2 006 par~nerecognllont' VEHICLE PURCHASE PLAN

Introducing exciting new vehicles from Ford, Lincoln, Mercury and Volvo.

FORD EDGE The Privilege of Partnership: Exclusive Pricing, Exceptionally Simple! Ford Motor Company, in association with EM, is proud to offer their members the opportunity to save on the purchase or lease from one of their family of brands - Ford, Lincoln, Mercury, Mazda, Volvo, Land Rover and Jaguar vehicles. In more ways than one, it pays to be an EM member. Take advantage of the Ford Partner Recognition Vehicle Purchase Plan. The simple way to save hundreds, even thousands of dollars 011 your next vehicle purchase. Get your personal identification number (PIN) from the EM website (www.eaa.org) by clicking on the EAAlFord Program logo. You must be an EM Member for one year to be eligible. ThiS offer is available to residents of the United States and Canada. Certain restrictions apply. Available at participating dealers. Please refer to www.eaa.org or call 800-843-3612.

VOLVO ~ ~ JAGUAR ~ LINCOLN MERCURY