AG A N E SEPTEMBER VOL. 34, NO . 9 2006 C ONT' E N TS

1 Straight & Level by Geoff Robison

2 VAA News

4 VAA Awards AirVenture Oshkosh 2006

6 Restoration Corner Where to Start by Butch "Espie" Joyce

9 The Flagship Detroit DC-3 Grand Old lady of American Airlines by Sparky Barnes Sargent

16 The Aircraft Yearbook Drawings An original piece of aviation ill ustration by H.G. Frautschy

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

26 Wally's Cessna Old airplanes bring people together by Jennifer Jacob

34 Mystery Plane by H.G. Frautschy STAFF 36 The Vintage Instructor EAA Publisher Tom Poberezny Don't hurry, be safer! EAA Editor-in-Chief Scott Spangler by Doug Stewart Executive Director/Editor H,G , Frautschy Administrative Assistant Jennifer Lehl 38 Calendar Managing Editor Kathleen Witman News Editor Ric Reynolds Photography Jim Koepnick 39 Classified Ads Bonnie Bartel Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Louise Schoenike Copy Editor Colleen Walsh COVERS Director of Advertising Katrina Bradshaw FRONT COVER: The Douglas DC-3 "Flagship Detroit" restored by the Flagship Detroit Foundation, Display Advertising Representatives: highlights the Golden Age of Aviation 's brilliance, See Sparky Barnes Sargent's story on the grand Northeast: Allen Murray Phone 609·265· 1666, FAX 609·265·1661 , e·mail: aJ/elllnllrray@)nil/(lspring.wm old lady of the airline, beginning on page 9. EAA photo by EAA's chief photographer, Jim Koepnick. Southeast: Chester Baumgartner EAA Cessna 210 photo plane flown by Bruce Moore, Phone 727·532·4640, FAX 727·532-4630, e·mail: rba llm 111 @millllspring.cum BACK COVER: Dave Gustafson, an editor of this magazine during the 1970s, has a new love, one Central: Todd Reese his wife Elena can share: a Fairchild 24G, powered by his favorite type of engine, a 145-hp Warner Phone 800·444·9932, FAX 816·741·6458, e·mail: todd""pc·mag.com Mountain & Pacific: Keith Knowlton & Associates Super Scarab radial. Photo by Dave Gustafson . Fairchild 24 flown by Carl Gustafson, Phone 770-516-2743, e-mail: [email protected] GEOff ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

You had to be there! Tom Poberezny got it right when he enjoyed by the entire membership. there surveying the membership and said, "You just gotta be there!" EAA Air­ With the Barnstormers Tour the we continue to take a very careful Venture Oshkosh 2006 was yet another headliner in the Vintage special dis­ measure of these remarks. So please outstanding event. The Vintage area saw play area, there were many other ex­ continue to make the effort to com­ a great number of excellent activities. cellent gatherings of various types. municate to the leadership what's on If you were present when the We had a very nice display of air­ your mind regardless of whether it's a American Barnstormers Tour arrived craft all sporting a variety of Conti­ positive or a negative perception. on Tuesday, you were privileged to nental engines in celebration of the Now, onto other great news. My witness an absolutely unbelievable 100th anniversary year of Continen­ Cessna 120 flies again! Whoopee! scene. I had no idea what to expect tal Motors. We also saw a spectacu­ Even though the generator failed yet when they arrived at Oshkosh, but lar display of Short Wing Pipers in again during her maiden post-annual I can tell you this was an extremely the Type Club parking area, along inspection so journ, it was great to get rare appearance of a highly talented with a strong number of Swifts, 195s, her back in the air. With the tempo­ bunch of antiquers who were having Navions, a very lonely Beech Travel rary loan of a spare generator, she's the time of their lives. Air, and a really nice handful of Ti ­ all spruced up and ready to go for our The carefully choreographed ar­ ger Moths. EAA Chapter 2 Young Eagles event rival was quite a sight to see. You felt r also really must mention that the this weekend. My 170 looks a little as if you had been transported back Staggerwings had a strong showing sad sitting in its hangar, de-cowIed to the late 1920s. You could actually of very beautiful aircraft in the an­ and somewhat neutered as its annual imagine yourself suddenly standing tique display area. And I know you inspection progresses. Let's hope this in a freshly cut alfalfa field when out sawall of those truly gorgeous How­ is a short-term problem. of the blue sky came 18 antique air­ ards all in a row. There were actu­ I am also pleased to report tha t craft swooping onto the field. ally 14 Howards there at the same VAA Chapter 37's new home is pro­ Everyone involved was meticu­ time, mostly all parked together. I gressing quite nicely. This week saw lously dressed in period clothing, overheard that this awesome display the arrival of all the new steel sid­ rushing around arranging the aircraft likely represented more than 35 per­ ing and insulation for the com­ into a barnyard-style gathering of fine cent of the remaining airworthy fleet plete overhaul of our newly leased machinery. Overheard on the loud­ of Howards in this country. What a 50-foot-by-100-foot hangar at the speakers was Frank Rezich carefully magnificent sight! Many thanks to AuburnlDekalb (GWB) Airport in announcing each arrival with the air­ you all for making the Herculean ef­ Auburn, Indiana. The construction craft type, the pilot, and his home­ fort to "be there." I hope you all had crew continues to report an aggres­ town. Boy, these folks were having as great a time. sive construction schedule. So stay way too much fun. It was a real plea­ Although I have written here about tuned for our announcement of an sure to finally meet all of these fine a great deal of the positives at AirVen­ open house event later this year to folks whom I had the privilege to ture 2006, r wanted to acknowledge show off our new digs. work with in planning their visit to that there always remains room for EAA AirVenture Oshkosh 2007­ EAA Oshkosh 2006. Well done, folks. improvement. In the few short days The world's greatest aviation celebra­ We hope to see you there again at a since my arrival back home, we have tion-Coming July 23-29, 2007. VAA future event. Special thanks must go heard about a number of perceived is about participation: Be a member! to Clay "Porkchop" Adams for pro­ shortcomings (along with a num­ Be a volunteer! Be there! fessionally holding up his end of the ber of really positive remarks) at this deal. You guys put on one heck of a year's event. I am personally aware show, and I know it was very much that the EAA board of directors is out

VINTAGE AIRPLANE General Aviation's Agenda Set at Oshkosh

Each year EAA brings government officials and Finish Implementing the SP/LSA Rule general aviation representatives together at EAA Air­ The FAA, with input from EAA and others, has made Venture Oshkosh to cooperate on preserving and im­ tremendous progress toward full and final implementa­ proving general aviation. But it does not end there; the tion of the sport pilot/light-sport aircraft rule, issued in work done at AirVenture sets the agenda for continu­ September 2004. Several areas of concern remain: ing dialogue throughout the year. These key issues • Complete the transition of all ultralight pilots who will receive priority EAA attention between now and wish to convert to the sport pilot certificate by the AirVenture 2007: January 2007 deadline, and complete the transition of ultralight trainers (so-caned "fat ultralights ") to Fight General Aviation User Fees light-sport aircraft by the January 2008 deadline. EAA General aviation fuel taxes help pay for the nation's is providing information, materials, and assistance to aviation infrastructure. That funding mechanism will ultralight pilots and owners. expire in September 2007. The Air Transport Associa­ • Allow amphibiOUS aircraft to qualify for the light­ tion, a lobby for U.S. airlines, is calling for air traffic sport aircraft category. The EAA will wor~ to resolve control user fees on general aviation aircraft and pilots this issue in time to allow owners to complete the and for a new governing board to control ATC opera­ transition of amphibiOUS ultralights to light-sport tions-a board that would effectively be controlled by aircraft by January 2008. the airline industry. The general aviation community is • Support and promote the internationalization of light­ solidly united against the airlines' proposal to pay less sport aircraft standards. Many countries have adopted, and control more. or will adopt, some version of SP/LSA. Australia has ad­ EAA will continue to express its opposition to the opted the ASTM voluntary standards for LSA; Europe airlines' proposal, to Congress, the public, and the FAA. and Canada are considering doing the same. EAA will support and promote this and other initiatives to cre­ Reduce the Aviation Medical Backlog ate a truly global LSA marketplace and community. EAA and its Aeromedical Advisory Council have led the way on this issue, with specific proposals for reduc­ Reduce the Regulatory Obstacles FaCing Air Shows ing the FAA's backlog of medical certification cases in A new FAA air show waiver policy could place sig­ Oklahoma City-especially special issuance certifica­ nificant hurdles in the path of AirVenture and count­ tions. The FAA adopted several of EAA's proposals ear­ less other air shows and fly-ins held each year. EAA will lier this year. continue to work toward improving the understanding At the July 26 Meet the Administrator forum, Marion and implementation of the new air show waiver policy, Blakey announced two more significant changes to ease to maintain the outstanding overall safety record of the backlog: extending the interval for first-class medi­ U.S. air shows and to ensure the public can continue to cal certificates from six months to a year, and third-class enjoy flying exhibitions of aircraft and aerobatics. medicals from three to five years for pilots younger than 40. The council will cootinue to work with the FAA to Preserve and Strengthen the 51 Percent Rule address this and other aviation medical issues. The FAA's Sl percent rule, issued in 19S2, is the foun­ dation of the homebuilt aircraft movement. The FAA Support Aging Aircraft-'Keep 'em Flying' strongly supports preserving the Sl percent rule, but the Seven industry-led work groups are working on issues FAA and EAA agree there are problems, including how related to aging general aviation aircraft. That initiative to define consistently what constitutes Sl percent of the was launched at an FAA Aging Aircraft Summit earlier this work of constructing an airplane and how to treat in­ year; work groups gathered for a progress report at Air­ creasingly popular "commercial builder assistance" pro­ Venture. Officials from the FAA said the agency's goal is to grams that seemingly violate the letter and spirit of the keep aging airplanes flying safely, not to stop them from rule. Blakey recently appointed a new Aviation Rulemak­ flying, and the FAA is looking for grassroots solutions to ing Committee (ARC) to advise the FAA on strengthening the challenges facing aging aircraft. EAA and VAA will the rule, and named Earl Lawrence, EAA vice president of continue to be an active participant in this process. industry and regulatory affairs, as its co-chairman.

2 SEPTEMBER 2006 Blakey Brings News on Medicals, User Fees In her fourth AirVenture Meet the Administrator fo­ rum , FAA leader Marion Blakey made several medical announcements, discussed user fees, and reported on encouraging general aviation (GA) safety trends before an overflow crowd July 26. The average time for receiving a special issuance medical certificate is now just 16 days, down from several months just a short time ago, she said, at­ tributing the improvement in pa rt t o her Meet the Administrator session last year. Blakey credited EAA's Ae romed ical Advisory Coun­ FAA Administrator Marion Blakey arrives at EAA AirVenture af­ cil with creating ideas for improving the special issu­ ter a flight in EAA's Pitcairn PA-7 Mailwing, flown by EAA Direc­ ance process. Information technology investments at tor of Flight Operations Sean Elliott. the FAA are also making the improvement possible. Blakey also announced she had signed off on the start of a rulemaking process to extend the term of a first-class medical certificate from six months to one year and to extend the term of third-class medica Is for pilots youner than the age of 40 from three years to five . These two changes alone will reduce annual appl ications by an estimated 75,000, resulting in quicker service for everyone. She also reported that the number of conditions for which participating aviation medical examiners (AMEs) can ap­ prove special issuance med icals has increased from 20 to 35. The FAA is also working with EAA and others to encour­ age more AMEs to participate in the special issuance program.

Sen. Inhofe Announces ers of GA organizations and discuss September ADIZ Hearings the future of the ADIZ ." Sen. James Inhofe (R-Oklahoma) Th e senator, who chairs the En­ took to the EAA AirVenture podium vironment and Public Works Com­ -8 Friday, July 28, to announce he mittee, also announced he's against would soon chair a hearing involv­ the amendment to the Clean Air VAA Election Results ing FAA, DOD, and DHS officials and Act that would require all fuel for During the annual VAA member­ leaders of GA organizations. The motor vehicles, including that for ship meeting held Sunday, July 30, subject: the Washington, D.C., air GA aircraft, to contain at least 10 2006, VAA Vice President George defense identification zone CADIZ) percent alternative fuels (likely eth­ Daubner reported that 111 ballots and why those agencies have not anol) by 2010. were received from VAA headquar­ justified its continued existence as "For every hour a general avia­ ters, and they were counted by trea­ mandated by the rules under which tion airplane is in the air, it's some­ surer Charlie Harris and Daubner. it was established. th ing like a million cars are driving The following officers and directors "Both Tom Poberezny and (AOPA around, so it doesn ' t make any were elected to two-year terms: President) Phil Boyer told me the sense to subject the aviation com­ FAA and the DOD (Department munity to this imposition," he said. OFFICERS of Defense) and the DHS (Depart­ "I announce here, under no circum­ President - Geoff Robison; Secre­ ment of Homeland Security) refuse stances is that bill going to see the tary - Steve Nesse to meet with the aviation commu­ light of day. We're going to exempt DIRECTORS nity," Inhofe said. "So I'm announc­ aviation from the law." Steve Bender, John Berendt, David ing right now that in my committee Inhofe, a longtime GA supporter A. Clark, Espie M. "Butch" Joyce Jr., room, on September 12, we're going and EAA member, attended his 27th Steve L. Krog, Jeannie Hill, Robert D. to have the very top people at the EAA Oshkosh this year with his sons "Bob" Lumley, Dean A. Richardson. FAA, DOD, and DHS meet with lead­ and grandsons. continued on page 32

VINTAGE A I RPLANE 3 200&

ANTIQUE AWARDS OUTSTANDING CLOSED COCKPIT SPECIAL ACHIEVEMENT AWARD MONOPLANE The "Flabob Kids" ANTIQUE GRAND CHAMPION 1941 Piper J3L-65, N35224 1941 Aeronca 65-CA, N33712 (GOLD LINDY) Myrt Strong and Bill Rose Ronald Caraway 1939 Lockheed 12A, N18906 Barrington, IL Apple Valley, CA Leslie Whittlesey Coto De Caza, CA OUTSTANDING OPEN COCKPIT BIPLANE 1941 Boeing A75N1, N63502 CLASSIC AWARDS ANTIQUE RESERVE GRAND CHAMPION Daniel Barber (SILVER LINDY) Alexandria, MN CLASSIC GRAND CHAMPION 1944 Howard DGA-15P, N727ST (GOLD LINDY) Frederick Lundeen CUSTOMIZED AIRCRAFT 1946 Piper PA-12, N92592 Olympia, WA RUNNER UP Scott Haggenmacher 1944 Stinson V77, N9116H Jonesboro, AR BRONZE LlNDYS James Lane Sulphur Rock , AR WORLD WAR II TRAINERILIAISON CLASSIC RESERVE GRAND CHAMPION AIRCRAFT (SILVER LINDY) OUTSTANDING 1938 Lockheed Electra, N99K 1948 Stinson 108-3, N6364M 1942 Waco UPF-7, N39748 Kent and Sandy Blankenburg Gene Engelskirger Joseph Norris Groveland, CA HinkleY,OH Oshkosh, WI

TRANSPORT CATEGORY SILVER AGE (1928-1936) CLASSIC BRONZE LlNDYS 1937 Lockheed Electra - 12A, RUNNER UP CLASS I (0-80 HP) NC18137 1929 Curtiss Wright Travel Air 4-0, 1946 Aeronca Champ, NC83739 Ruth Holden N689K C Roberson San Luis Obisbo, CA Bruce McElhoe Williamson, GA Reedley, CA CUSTOMIZED AIRCRAFT CLASS II (81-150 HP) 1941 Waco UPF-7, N30188 OUTSTANDING CLOSED COCKPIT BIPLANE 1950 Cessna 170A, N9971A William Knight 1936 Waco YKS-6, N16249 Mark Zilinsky Brodhead, WI Paul Applegate Naperville, IL Queen City, MO WORLD WAR II ERA (1942-1945) CLASS III (151 -235 HP) 1946 Beech G17S, N80309 OUTSTANDING OPEN COCKPIT BIPLANE 1950 Piper PA-20, N7491K Byron Reed 1930 Stearman 4E, N785H Scott Schaefer San Antonio, TX Alan Lopez Milford,OH Princeton, NJ BRONZE AGE ( 1937-1941) BEST CUSTOM CLASSIC 1937 Stinson SR-9F, N18425 WORLD WAR II ERA (1942-1945) 1955 Dehavilland DHC-2, N67DN Richard Rezabek OUTSTANDING CLOSED COCKPIT Douglas Devries Canyon Country, CA MONOPLANE Kenmore, WA 1944 Howard DGA-15P, N663H SILVER AGE (1928-1936) William Scott BEST CUSTOM RUNNER UP 1930 Waco INF, NC864V Reno , NV 1954 Beech E35, N3214C Ted Teach Jeffrey Deaton Dayton,OH OUTSTANDING CLOSED COCKPIT BIPLANE 1936 Bucker Jungmann BU 131, C­ Morehead City, NC GOLDEN AGE (1918-1927 ) GDWL 1927 Swallow, N979 Karl Pfister CUSTOM CLASS A (0-80 HP) Charles La ird Thorndale, ON Canada 1949 Mooney M-18L, N393A Indianapolis, IN Elizabeth Collins SPECIAL AWARDS Carnelian Bay, CA BRONZE AGE (1937- t 941) CONTINUOUSLY MAINTAINED AIRCRAFT RUNNER UP AWARD CUSTOM CLASS B (81 - 150HP) 1937 Spartan 7W, N20200 1947 Fairchild 24R-46, N77661 1946 Aeronca 7 AC, N83618 Steve Marin Michael Thern Jack McGlumphy Livermo re, CA Winona, MN Camfield , OH 4 SEPTEMBER 2006 CUSTOM CLASS C (151-235HP) OUTSTANDING TAYLORCRAFT OUTSTANDlNG BEECH MULTHNGINE 1955 Piper PA-22-20, N20JC 1946 Taylorcraft BC12D, X-BANC 1963 Beech E18S, N8711 James Clark Jose Quintanilla Steven Oxman Chapman, KS Monterrey, Mexico Riva, MD

CUSTOM CLASS D (236 AND UP) OUTSTANDING LIMITED PRODUCTION OUTSTANDING CESSNA 150 1954 Beech B50, N3682B 1953 Taylorcraft 15A, N7915A 1961 Cessna 150A, N7225X Steven Mohns Michael Cranson Robert Martin Mt. Vernon, WA Marathon, FL Oakland, MI

OUTSTANDING AERONCA CHAMP PRESERVATION OUTSTANDING CESSNA 170/1721175 1946 Aeronca 7AC, N1968E 1946 Globe Swift, N3303K 1957 Cessna 172, N8377B Brandon Jewett Hal Cope Robert Schaefer Brighton, CO Spring, TX Tryon, NC

OUTSTANDING BEECHCRAFT PRESERVATION OUTSTANDING CESSNA 180/1821210 1947 Beech 35, N3088V 1948 Cessna 170, N4252V 1960 Cessna 182C, N182JV John Startz Daniel Wood Jim Hollis Houston, TX Newnan,GA Erie, CO

OUTSTANDING CESSNA 120/140 MOST UNIQUE CLASSIC OUTSTANDING MOONEY 1948 Cessna 140, N2165V 1947 Dehavilland Vampire MK-3, 1961 Mooney M20B, N74513 John Von Linsowe N6878D Jim Sopp Metamora, MI Carl Vernon Portland, OR Lago Vista, TX OUTSTANDING CESSNA 170/180 OUTSTANDING PA-22 TRI-PACER 1954 Cessna 180, N3890C CONTEMPORARY AWARDS 1957 Piper PA-22-150, N8430D Bob Brandt David Geiger Schaumburg, IL GOLD LINDY Murphysboro, IL CONTEMPORARY GRAND CHAMPION OUTSTANDING CESSNA 190/195 1957 Piper PA-22-150, N7845D OUTSTANDING PIPER PA-24/30 COMANCHE 1949 Cessna 195A, N8266R Dave Fancett 1964 Piper PA-30, N7331Y Charmian Larson Waterville, NY Hans Neubert Spring, TX Anaheim, CA SILVER LINDY OUTSTANDING ERCOUPE 1946 Ercoupe 415-C, N2926H CONTEMPORARY RESERVE GRAND OUTSTANDING PIPER PA-28 CHEROKEE CHAMPION 1966 Piper PA-28-140, N4128J Arden Krueger 1961 Piper PA-22-108, N5316Z William Stengl Wausau, WI David Sanders Minocqua, WI Golden, MO OUTSTANDING LUSCOMBE 1949 Luscombe 8F, N2225B OUTSTANDING LIMITED PRODUCTION Ronald Carson BRONZE L1NDYS 1962 Navion G, N1011M San Antonio, TX CLASS I SINGLE ENGINE (0- 160 HP) Greg Stewart 1956 Cessna 172, N5148A Bottineau, ND OUTSTANDING NAVION Robert Kachergius (Owner) 1948 Ryan Navion, N4448K Edward Turner (Pilot) PRESERVATION AWARDS Andrew Woodside Mokena,IL 1966 Cessna 172, N3626L Ponca City, OK Steve Koshar CLASS II SINGLE ENGINE (161-230 HP) Coloma, MI OUTSTANDING PIPER J-3 1964 Mooney M20Cj D, N1926Y 1946 Piper J3C-65, N70919 Randy Moore 1959 Piper PA-24-180, N5751P Charles Webb Brookline, NH Jerry Ross Fort Worth , TX Weatherford, OK CLASS III SINGLE ENGINE (231 HP & HIGHER ) OUTSTANDING PIPER OTHER 1959 Piper PA-24 , N6090P CUSTOM MULTI ENGINE 1948 Piper PA-17 , N4612H Mike Neunteufel 1967 Piper PA-30, N245MW James Hudgin W Chicago, IL Mark Wagner Lewisburg, TN Keller, TX OUTSTANDING IN TYPE OUTSTANDING SWIFT OUTSTANDING BEECH SINGLE ENGINE OUTSTANDING CUSTOMIZED 1948 Temco GC-1B, N1948J 1960 Beech M35, N9802R 1964 Cessna 185C, N99HP Mark Holliday John Schutes Howard Morgan Lake Elmo, MN Brimfield, MA Longmont, CO VINTAGE AIRPLANE 5 Current Editor's Note: This is one of a series of articles concerning the restoration of vintage aircraft. The original series started in the February 1986 issue of The Vintage Airplane and ran until early 1987. Where to Start

BY ESPIE "BUTCH" JOYCE

From the very start of your project It could be a tradeoff situation where line for your workmanship. That's you will need the assistance and co­ you could teach them your special something the two of you will need operation of an A&P mechanic or an skills and they could teach you theirs. to work out. Be honest and upfront IA who will help guide you through Most A&Ps like their work, but they with him because you are holding the job. This person will be looking must be compensated. Many have ex­ his livelihood in your hands. We all over your shoulder to be sure that isted on starvation wages for years. know what the liability situation is everything is done prop­ today. If you can, try to stay erly because he is the one with one person to main­ who will be signing off on tain continuity throughout your workmanship. the project. At all costs, find a knowl­ Before you actually start edgeable and enthusiastic working on your project, A&P or IA to help you. You you need to consider where may already know one, but you will be working. If you if not, contact an EAA chap­ are new to an area, an EAA ter or Vintage chapter and chapter member will prob­ ask for a recommendation. ably know of an area, shop, If you need to find a chap­ or T-hangar you can use. ter, visit www.eaa.org and Get together with him and use the chapter lookup fea­ investigate the arrange­ ture. ments. Some chapters have There should be at least a community hangars. few folks at your local chap­ Your A&P may also know ter who can direct you to of a place where you can work. someone who will be glad He may even have a shop at a to assist you. Also, talk with local airport you could share people who have rebuilt with him. Contact other re­ their own airplanes and ask storers and find out how they who helped them. There solved the problem. may be mechanics at your Some people like to work local airport; they could be at home. From my experi­ a lot of help. ence, working at home can It is becoming increas­ be a four-headed monster. ingly difficult (and I don't mean this You will be sorely disappointed It's not much fun having your kids in a negative way) to find an A&P if you wait until you are 60 percent come in, open your dope cans, and who can explain to you how to re­ completed with your project before spill the contents all over the floor. cover, rib stitch, dope, or do wood­ contacting a mechanic to sign off your Working at home can also be work on older aircraft. This is not workmanship. By then much of the lonely. People tend not to drop by because A&Ps are not interested but work you have done will be covered your home to see your progress as because many have not had the ex­ and it will not be possible to inspect much as they would if you were at a posure. There may be some new A&Ps it thoroughly. Remember, regardless different location. who would appreciate the experience of what charges accrue, your A&P Working at home can be haz­ they could gain through your project. does not have to put his name on the ardous, as paint fumes can get into

REPRINTED FR OM Vintage Airplane JUNE 1986

6 SEPTEMBER 2006 your house. Also, a lot of flammable metal part). Store each piece in a safe liquids will be stored where you are area before starting the next one. For working and your welding torch is an It is also a good example, if you disassemble the fu­ easy source of ignition. selage at the beginning of the proj­ Finally, working at home may policy not to ect and then spend a couple of years upset your neighbors. Those of us working on the wings and tail pieces, who live in rural areas don't have to disassemble more when you get to the fuselage you worry about this, but in nice devel­ probably will have no idea how the opments neighbors just don't appre­ pieces than trim tab cables ran. Also, I strongly ciate seeing a trailer sitting outside advocate taking a lot of photographs with wings, etc., on it or watching necessary at during the disassembly-it makes re­ you tie the tail of your airplane to a assembly so much easier. lamppost and fire up the engine for one time. It is helpful to keep the project in the first time in years, smoking up proper perspective. I look at the total the entire neighborhood. Disassembly project as individual projects. For ex­ You might consider renting a T­ Rebuilding an aircraft is an elabo­ ample, 1) the engine; 2) the fuselage hangar at the local airport. This could rate process. Rather than get into all and all it encompasses, including the be fun, as some of your friends may the details, I'd like to give an over­ landing gear, interior instruments, be working nearby and your hangar view of what I consider the correct etc.; 3) the wings (probably the big­ could become a gathering place. Be­ way to start a rebuild. gest single item in a project are the fore long you will be outside cooking The first step is the tear down, or wings); 4) the tail (you will be sur­ hot dogs and hamburgers on a Sun­ disassembly. I think it's important prised that the control surfaces will day afternoon. You may even want to keep in mind that aircraft compo­ probably take as much fabric, mate­ to invite the family. nents are basically fragile items. They rials, time, and energy as the wings). Of course, you will first need to have to be light enough to fly. When Other miscellaneous items are the en­ check with the fixed base operator or we disassemble or move them, we gine cowling, fairings, struts, etc. airport manager to make sure work­ need to treat them like a crate of eggs. ing in a T-hangar is allowed. A com­ Remove the fabric gently and keep it Inspection and Choosing mon restriction of many FBOs and so you will know where to install the the Finish municipal airports is the fueling of inspection rings and where the con­ After disassembly, examine each your own aircraft in a T-hangar. They trol cables exit, etc. item with the A&P who is helping want this done outside. All the items need to be stored you. Look for dry rot, corrosion, and Another pitfall to avoid is select­ carefully in a dry place, ideaUy where things of this nature. Then discuss ing a work area so far from home that there will be no overspray and no mice the items with him and agree on a you can only get there on the week­ or rats. Did you know that field mice method for cleanup. ends. If you're too far away you'll and rats just love rib stitching cord? I'm a corrosion engineer and a likely never finish the project. Nothing is more disheartening than coatings inspector so I'm going to get Where an EAA chapter has a com­ to do a beautiful cover job on a wing, on my high horse now. The finish­ munity hangar they probably will set it aside, and later find that all the ing process will most likely determine have an air compressor and other rib stitching has been eaten from in­ the cleanup method for a particular tools. This may be your best bet. side the wing. When you store items, item. On a fabric-covered plane you There will usually be a group hang­ tape them up so these critters can't might choose Stits, Ceconite, etc. If ing around that wants to pitch in get inside and make a mess. They do it is a metal airplane, you could se­ and help. This will simplify a project not like to go outside at night in the lect Alumi-grip, DuPont Imron. All and make it go much faster in the cold to use the john, so if they make of these manufacturers have their long run. their nest in your wing, it can cause own procedures and now is the time Some folks will build a small shop worse damage than battery acid, es­ to read all the information available or garage behind their house and work pecially to aluminum. Try to store the to you concerning the method. Also, there. People will come by there more items not currently being worked on you may want to talk to people who often than they would your basement. out of the work area as this protects have used the different processes. When you have found a place to them from possible damage. Be sure to decide on a process that work and a knowledgeable person to It is also a good policy not to disas­ will make you happy. You are the one help, you're ready to begin. Again, semble more pieces than necessary at who has to be satisfied with the end make sure you have an A&P or IA in­ one time. Restore one piece at a time result. When you have decided what volved with your project from the very at least through silver or through the process to use, be sure to follow the start. It's ideal that he see how every­ primer if it is all metal. (Maybe you manufacturers' recommendations. thing looks before it's cleaned up. would want to finish painting an all- They have invested a lot of time and

VINTAGE AIRPLANE 7 money in perfecting their processes and ample, I once had a 150-hp Lycoming Research your airplane if you plan you can rest assured they want satisfied that I planned to install in a Pacer. to make it original. Be able to doc­ customers. Remember to use one sys­ I tore this engine down myself and ument everything on your rebuild. tem throughout; do not mix systems. took it to a local shop. This is when a good presentation I must stress that proper surface Everything checked out satisfacto­ book will be invaluable. preparation is the key to success. Paint­ rily except for the camshaft and a cou­ Over the years I have restored sev­ ing over corrosion is wasted money. It ple of gears in the accessories case. The eral basket case classics and antiques is also unfair to would-be buyers. inspector red-tagged them and I asked and am rebuilding my Bonanza while Another of my opinions that will if they were cracked. He explained keeping it flying. I am still working on probably cause some static is to stay that he had not magnafluxed the parts it and plan on having it finished the away from acid dips for surface prep­ because th e lobes were discolored way I want it in a couple of years. At aration. These big acid tanks might and there were a couple of discolored times, it is just plain dirty and boring be okay for stripping furniture and places on the teeth of the gear. Now, I mechanic's work and you will have things of that nature, but it just takes defy anyone to put a new camshaft in skin peeling off your hands from the a pinhole for acid to get inside of an engine, run it for two hours, pull it stripper, but at other times it will be the tubing; the acid will eat it away. out, and not find it discolored! very satisfying. I know a gentleman who took an I took the parts back to my shop, If you just put everything into airplane engine mount to a local ra­ got out my buffing wheel and com­ proper perspective and don't pro­ diator shop and had them put it in pound, and shined them up like new. crastinate, you too will be able to the radiator vat to remove the paint. About 30 days later I went back to the hear from the line boy, "Boy, that's Later he applied epoxy primer and local shop, handed these parts to the the best-looking Bonanza." Or you two good coats of finish paint, hung inspector, and asked him to check may hear the guys in the tower ask it on the wall, and before he finished them. This time they tested perfectly you, "Er, 390, we were just wonder­ his project, the mount was ruined. and he wondered where I found such ing what year is that Bonanza?" Of magnificent parts. I had just saved course, my reply invariably is, "0h, Locating Parts $250. Being so involved gives you it's just an old '53 model with 6,500 Rep lacement parts are something some control over parts that might be hours on her." Then I grin to myself we need to consider when we start turned down. and taxi to the ramp. rebuilding. Several catalogs list avail­ Also, this gives you time to shop Another one of my joys is flying able parts, but be sure they are FAA around for other needed parts. Once my clipped-wing Cub to a local "pig approved. Some used parts are avail­ you have all the necessary parts and picking," walking a few yards, and able, but you should make sure they other pieces and have them tagged, then looking back (because I can't are serviceable. For example, if you take them to the shop and have the walk away from my airplane without buy a prop, be sure to take it to a prop engine assembled and run on their looking back), only to see 15 pilots shop and have it inspected. test stand. It is my opinion that you looking her over. That's the satisfac­ The type clubs such as the Cub can save as much as 50 percent on tion I get for all the hard work. Club, Staggerwing Club, the National the overhaul this way. I guess what I am trying to say Waco Club, and the International is that it takes 100 percent effort to Cessna 120/140 Association, to name Continued Progress complete a project. Why not give it a few, are excellent sources of infor­ The following suggestions should 105 percent and then you too can mation and parts. I highly recom­ help expedite your project. It's very have these types of feelings when you mend that you participate in these easy to get bogged down in details. fly your pride and joy? types of organizations. Obtaining Don't let this happen to you. You Don't let the excuse " I don't have parts for some of these airplanes can need to get the airplane flying and the talent" cut you short. Get asso­ be an interesting adventure and you then take care of the details. This will ciated with a Vintage chapter or an will enjoy meeting new friends. keep you from growing discouraged. EAA chapter. There is an unbeliev­ One tip is to make a presentation able amount of talent in these groups Engine book with all those good pictures if you will just ask around. Most The engine may be something you you've been taking. This will garner people are very modest about their will want to have done by someone points in judging if you are asked to talents but are very willing to help. else, as there are a lot of special tools compete for awards. With some assistance, you can reach required for engine work. However, From time to time it is inevitable any goal. Goals are very important. you might want to disassemble your that you will get into a disagreement Goals, priorities, and a schedule are own engine, clean up the parts your­ with your A&P over certain items. You the main ingredients in the success­ self, then take them to a reputable may very well have a valid point, but ful rebuild of a Vintage airplane. engine shop and have them checked be sure to get your facts together with Good luck with your project and to see if they are serviceable. As an ex- documentation to prove you're right. don't be afraid to ask for help ......

8 SEPTEMBER 2006 The F agship Detroit DC 3 Grand Old Lady of American Airlines The Flagship Detroit won the Transport ~t;;;;;;;:;;r.ji;;;;~=;aw;;;a;;r;:;jd!;adt~S~u;n-;';n---J tray in a passenger seat armrest-re­ Fun 2006. ceived utmost attention.

Cockpit of the DC-3. An individual light, stewardess call switch, and air vent for each window seat enhance passenger comfort.

happily answering a myriad of questions from both young and old admirers who were drawn to the great ship's side. George Dennis, president of the foundation, likes it that way. His pas­ sion for DC-3s awakened when he had the opportunity to fly one when he was younger. "They were exciting then, and I'm flying one again now, and I'm super excited. I had gotten to the pOint, and don 't take it wrong," Dennis says, elaborating on his ca­ reer as captain with American Air­ lines, "where it was just a little boring The newly created interior of the -passenger Flagship Detroit adheres to the getting into 'Triple 7s' and flying 14 1937 standards, including seat and curtain color, and overhead bins complete hours. This brings excitement back with pillows and blankets for passenger comfort. An interesting note is that into my life. This is what flying is all there is no seat numbered "13." about for me, and we are spreading 10 SEPTEMBER 2006 View of the engine from a passenger's seat on the left side of the DC-3. the word to our younger generation, Foundation director of maintenance teaching them to never forget the Foundation crewmember David Hendry Terry Barker shows the articulating heritage of these beautiful airplanes." enjoys his very first flight on the re­ framework for a passenger seat, newly cently restored Flagship Detroit. buiH from the original specifications. The Early Days C.R. Smith, president of American In five years' time, 32 airlines placed The Restoration Airlines in the early days, is credited orders for more than 400 DC-3s. The Flagship Detroit Foundation with being the catalyst behind the de­ When our country became em­ purchased NC17334 in August 2004. velopment of the DC-3. In 1934, he broiled in World War II, commercial In under two years' time, the devoted held a two-hour telephone conver­ production was stopped, and Douglas and relentless efforts extended by a sation with Donald Douglas, during began producing the C-47 Skytrain­ multitude of individuals resulted in which he conveyed his proposal for the military version of the DC­ the DC-3's metamorphosis from a building a new version of the DC-2 3, which was often nicknamed the bare-bones cargo plane to its present that would have sleeping berths for "Gooney Bird. " They were also flown award-winning restoration. passengers. By the end of the conver­ during the Berlin Airlift, and the Ko­ Terry Barker, an American Airlines sation, Smith had accepted the idea, rean and Vietnam wars. After World 777 check airman and foundation and the Douglas Skysleeper Transport War II, hundreds of the DC-3s were maintenance director, says there were was soon to become a reality. It fea­ converted to carry 28 passengers, and many modifications necessary to re­ tured larger wings and tail surfaces, a many more were used in agricultural store the DC-3 to her original 1937 heavier gross weight, and more pow­ and firefighting applications. stature. Perhaps ironically, modern erful engines to maintain its perfor­ Today, there are estimated to be technology facilitated the process. mance. Then Smith took it one step around 400 DC-3s still flying. The "The interior panels are made from further. He realized that the airplane American Airlines Flagship Detroit, MD-80 side panels, and the carpet is was capable of carrying 21 passen­ NC17334, was manufactured in late from a Boeing 727," says Barker, add­ gers-if the sleeping berths were re­ 1936 and delivered to American on ing "the bulkhead by the radio rack placed with seats-and thus the DC-3 March 2, 1937. She was the 34th of used to be plywood, and the floor­ evolved into the popular airliner that 84 DC-3s that were purchased flown boards were originally three-quar­ propelled the industry into the future. by American from 1936 to 1947. The ter-inch marine plywood; they have The DC-3 was a solid performer DC-3s that were built for American been replaced with honeycomb car­ with a top speed of 200 mph and a had the passenger door installed on bon fiber material, which is incred­ maximum range of 1,200 miles . It the right-hand side of the fuselage, ibly lightweight, but very strong." took only 15 hours for it to fly coast instead of on the left side where the Additionally, the passenger seats to coast. It quickly developed an ex­ baggage and mail doors were located, have all been newly fabricated via orig­ cellent reputation as a safe, com­ because Smith didn't want his pas­ inal specifications, thanks in part to fortable, and easy-to-fly airliner, and sengers to see the cargo being loaded computerized design technology. "The the other airlines were eager to fol­ as they boarded. He also adopted a guys at our Kansas City base built ev­ low American Airlines' lead. At last, nautical theme for his company and ery one of these chair frames, complete the airlines could profit from carry­ called the airplanes "flagships"­ with the ashtrays in the arm rests, and ing passengers, as opposed to relying naming each one after the city or all of the mechanisms. The seats not upon government airmail contracts. state that it served. only recline, they also articulate," ex-

VINTAGE AIRPLANE 11 plains Barker, who praises their work­ manship by saying, "The metalwork and structural work done by the me­ chanics in both Kansas City and Alli­ ance is great-it's like artwork." Other distinguishing details in­ clude soft blue pillows and plas­ tic-wrapped orange blankets in the overhead bins, blue window cur­ tains that match the upholstery, and, above each window seat, an air vent, reading light, and flight attendant call button. Yet another detail, which the casual observer may fail to detect, is that the seat numbers go from 12 to 14-there is no seat numbered 13. And then there are the power plants, which, according to Barker,

12 SEPTEMBER 2006 Sheila Mabbitt and George Dennis go over "This is what the starting procedures in the cockpit.

flying is all about starting the engines, and important lessons to learn about ground-han­ for me, and we dling the DC-3-especially for those with little tailwheel time. are spreading For example, here's the basic start­ ing procedure that Barker describes: the word to "Turn the battery switch on, then select which engine you're going to our younger start, reach up and put three fingers on the ignition boost, starter and generation, primer all at once, and look out the window at the engine. Typically, you teaching them start your right engine first, because you can hear it. If you start the left to never forget one first, when it's running you can't hear the right one. Back in the day, they would do that because they had are upgraded versions of the original the heritage of very inexperienced copilots and they Wright Cyclone SGR 1820 G2s. The didn't want them starting the right R1820-S6S has more cooling fins on these beautiful engine. Then press the starter but­ the cylinders. "We installed pre-oilers ton, count nine or 12 blades, hot or on the engines-this airplane was ac­ airplanes." cold, press the fuel pump on, throw tually the test bed for that application the magnetos on, and hit the boost. on Wrights, and they are STCd for -George Dennis The boost is an induction-vibrator these engines now," explains Barker. that makes the spark plugs fire all Hamilton Standard constant-speed, everything about operating the Flag­ the time, because the engine needs full-feathering metal propellers were ship Detroit look easy-from start­ a lot of high-energy ignition to get original equipment, and today it has ing the engines to taxing through a it to turn over. Leave the mixture in Hamilton Standard 23ESO Hydro­ crowded air show taxiway/exhibit idle cutoff, and then start 'tickling matic propellers. area and taking off, to touching down the primer' as they say. This engine softly on terra firma again. is supposed to be able to run on the Flying the 0(-3 And although Barker says he "tells primer as it's starting. Then once Mabbitt, with 900 hours of DC-3 the guys it's not a hard aircraft to fly, you're sure it's started, you can throw flight time, exudes a calm and quiet and the engines aren't hard to start," the mixture up, but you stay on the confidence in the cockpit, and makes there is a ritualistic procedure for starter and the ignition until you're

VINTAGE AIRPLANE 1 3 positive it's done that. Then come The Foundation helped us-not financially-but in off the starter and the boost and if Dennis, reflecting upon the gen­ many other ways, such as donating it runs, great. If it doesn't, you may esis of the Flagship Detroit Founda­ hangar space at Dallas-Fort Worth." have to give it a shot of prime, but tion, shares that he "first had the idea The foundation is open to anyone leave the throttle alone-just let it about 10 years ago, when we found and currently has about 200 mem­ sit there and run. Otherwise it can the original Flag­ bers. Of those, seven are DC-3 pilots backfire, and that comes up through ship El Paso. and 33 have signed up to earn their the carburetor. The old hands would type ratings. Hendry describes the tell you that backfiring would blow a nonprofit organization's membership carburetor right off the top of the en­ options this way: "You can become gine. Then you repeat the procedure a member by donating $100. If you for the other engine." time, and the have adequate flying time, and want Barker emphasizes the need to Logo of the Flagship managemen t to donate $3,500, we will make you a learn how to operate engines like Detroit Foundation. didn't want us copilot and you will fly the airplane. they did in the 1930s and 40s, and to do it. When If you have adequate experience and/ to "do it properly, because we want the new management came in, I went or tailwheel time, and you want to to take care of the aircraft and be right to our president, and he has en­ donate $7,000, you can get a type rat­ flying it forever. As maintenance di­ couraged me the whole way. He's been ing in the airplane." rector, I tell our enthusiastic foun­ very supportive by giving us access to dation crew members, 'I'm going to a lot of history from the C.R. Smith Individual Expertise make the airplane flyable as best I Museum-it's been a good partner­ It takes a lot of devoted people can for you, and I want you to fol­ ship between us and American." working together to keep a foundation low procedures like you've never David Hendry, a foundation crew thriving, and ultimately lead it to suc­ followed them before. Check your member and American Airlines 737 cessful fruition of its restoration, flying, ego at that door, make sure you ask captain, clarifies a common misunder­ and educational public relations goals. the question if you don't know.' I standing that American Airlines now To that end, numerous members of want them to understand that it's owns the Flagship Detroit, by elabo­ the Flagship Detroit Foundation have one thing to be technically legal in rating that "the foundation members volunteered their time and individual the airplane; it's quite another to be own this airplane, not American Air­ expertise in a variety of ways. These proficient in it." lines. With that said, American has individuals include: David Hendry

14 SEPTEMBER 2006 tions and promotion; Ron Tallent and younger generation about the air­ Sheila Mabbitt, who have contributed line industry's early days, and also their DC-3 flying skills and knowl­ about making dreams come true. edge, along with David Liscomb and Mabbitt, who has been a flight George Dennis; Preston Jones, who attendant for American Airlines for has been instrumental in the accuracy 14 years now, says that, "as a child of the interior restoration. And the list I always wanted to be a flight atten­ doesn't stop there. It continues with dant, and after a year of that, I de­ all of the American Airlines mechan­ cided the real adventure was going ics-many of whom had never before to be as a pilot. It was kind of a se­ worked on a DC-3-who were autho­ cret dream of mine. I've been flying rized by American Airlines to volun­ DC-3s for two and a half years now, teer their time and talents. for a freight operator, Ron Tallent, "I don't have all their names, but in Morristown, Tennessee. I love we had more than 25 mechanics in having the opportunity to fly the Kansas City who worked on the en­ Flagship. It's lots of fun." gines and mechanical airframe com­ And now, there are new oppor­ ponents, as well as more than 65 tunities for others to fulfill their in Alliance who worked on the in­ own dreams-whether they dream terior," says Dennis, adding with a of earning their DC-3 type rating, smile, "and what's really neat is that experiencing a flight in one, or sim­ so many of the young mechaniCS, ply being able to stroll up the aisle especially, just love working on the toward the cockpit and allow their DC-3. And talk about quality work-I imaginations to transport them have nothing but praises for the me­ back in time to 1937. What began chanics who have volunteered their as George Dennis' personal dream of restoring and flying an Ameri­

and David Gorrell, who have written Awards ... and Dreams can Airlines Flagship, has now and compiled an operations manual The judges at Sun 'n Fun joined flourished through passion and per­ for the DC-3; Terry Barker, who has in the chorus of praises for the de­ severance into an actualized dream been an integral part of the airplane's tailed restoration of this 1937 Doug­ shared by many who love the leg­ restoration in his role as maintenance las DC-3, by awarding it Transport endary DC-3. For more information director; Dave Buffington, who has Category Champion this year. Yet about the Flagship Detroit Founda­ done a lot of administrative and or­ there is more to the Flagship Detroit tion, or where their DC-3 is sched­ ganizational work; Zane Lemon, who Foundation's mission than winning uled to appear, visit them online at has been in charge of public rela­ awards-it involves educating our www.flagshipdetroit.org......

VINTAGE AIRPLANE 15 THE AIRCRAFT YEARBOOK DRAWINGS

\ I II ',I II II __ II " L­____ :=J _ ...... '... _------.... C:=====:::J " "r------­ r-----­ I I I , , I I

16 SEPTEMBER 2006 An original piece of aviation illustration

BY H.G. FRAUTSCHY

n 1919, the Aeronautical Cham­ The drawing's route to EAA was recognized them as precious artifacts ber of Commerce was founded. a bit circuitous. A few decades ago, of aviation history. That's how the Its 100 charter members tasked George Townson, whom many re­ drawing was preserved for later do­ I the organization lito foster, ad­ member for his extensive involve­ nation to EAA's collection. vance, promulgate, and promote ment with autogiros, and for his The drawing itself is ink on fine aeronautics, and generally, to do authorship of Autogiro: The Story linen and is in good condition, with every act and thing which may be of the Windmill Plane, was working some minor staining. Fine linen used necessary and proper for the advance­ for drawings was prized by women of ment" of aviation in America. To that the day, who would wash the sizing end, it published, starting in 1919, By 1921, and ink from obsolete drawings and an Aircraft Yearbook. Each yearbook then use the cloth to fashion hand­ was published at the beginning of kerchiefs and other fine linen goods. the year following the year in which THREE-VIEW This drawing was most likely drawn the data was collected; i.e., the 1925 in the latter half of 1936, for publi­ Aircraft Yearbook was to be filled with DRAWINGS cation in the 1937 Aircraft Yearbook . news and information about aircraft Harry was a young man when he produced during 1924. The associa­ WERE INCLUDED started drawing for the yearbook-by tion survives to this day, renamed in some estimates as young as 18. Nei­ 1959 as the Aerospace Industries As­ FOR MANY ther Bill nor I know much more about sociation (AlA). Harry, or even if he's still with us. If By 1921, three-view drawings AIRCRAFT TYPES any members can help us fill in some were included for many aircraft of the details of Harry's life, we'll share types, and those drawings continued .. . THE them with the readership. Harry ap­ until the late 1940s. For a number pears to have done the three-views of years surrounding World War II, from sometime in the 1930s until the one of the artists was a young fel­ DRAWING'S postwar period. Differences in style, low named Harry Pack. Through including lettering, dimensioning, one of those wonderful series of co­ ROUTE TO EAA and line weights, in the drawings incidences that often results in the prior to the mid-1930s make it clear to preservation of aviation history, a WAS A BIT CIR­ me that other artists were involved in number of Harry's original drawings the creation of the drawings prior to still exist, and a longtime aviation CUITOUS. Harry's work. enthusiast and friend of mine, Bill Back in the 1990s, John W. Mc­ Hannan, recently donated one ex­ Donald published a compendium ample to the EAA library. with Pack in the engineering depart­ of the Aircraft Yearbook drawings ment of an aerospace firm . As Harry and had 1,000 copies printed. Long Left: Harry Pack, who likely created was cleaning out his desk one day, since sold out, Aircraft Yearbook 3­ this drawing in late 1936, drew he offered a few of the drawings View Drawings (1903-1946) may the Waco C-6 Custom Cabin biplane he'd done for the Aircraft Yearbook show up for sale on websites on oc­ using ink on drafting linen. Bill Han­ to George, who accepted them and casion. All of Harry's drawings done nan of Magalia, California, recently tucked them away. He later passed for the yearbook are included, along donated this original drawing to the them on to Bill, who is a full-size and with the artwork by other contrib­ EAA library. model autogiro aficionado, who also uting artists......

VINTAGE AIRPLANE 17 • alrC Story A Fairchild 24G tugs at my heart

ARTICLE AND P HOTOGRAPHS BY D AVID GUSTAFSON

It was the roll-down windows in the Fairchild 24 that ish Skylane to enjoy the same vantage on summer days. got my attention. The idea that you could fly around the Yes, it's noisy with the windows open-and breezy-but countryside with those windows wide open and your el­ there's something about peering through an opening bow hanging out ... well, it always seemed like that's the that's not buffered by Plexiglas. It makes for a "Glory Hal­ way to really see and enjoy the scenery below. It's a fly­ lelujah!" feeling that no modern airplane driver is ever go­ ing automobile. Too bad Cessna never saw fit to allow the ing to enjoy. pilots and passengers in their stalwart Skyhawk or brut­ It's hard to explain why I had to go through 11 other airplanes before realizing a self-evident truth. Part of it long. My unexpected appointment with roll-down win­ had to do with a silly idea that I could really integrate dows began with a classified ad: "1938 Fairchild 24G, an aircraft into my business-actually use it for business 'Museum Quality' ...." travel. Then there was that period when, armed with de­ It had the requisite Warner Super Scarab (series SO) lusions of immortality, I started flying into clouds on IFR 145-hp radial engine. Guess I'm one of the few who pre­ flight plans. There were a lot of reasons, I suppose, and fers that over the 165. Now, I realize it's politically in­ though I looked longingly at a number of Fairchild 24s at correct to criticize Ranger-powered Fairchilds, but those numerous fly-ins over the years, it wasn't until the sum­ long-nosed monsters have always turned me off as much mer of 'OS that the prophecy (there had to be one some­ as the radials turn me on. It's an aesthetics thing that has where) fulfilled itself. to do with appearance and sound. Granted, to my eye the It was a typical Trade-A-Plane adventure . .. the kind early in line Rangers (145-150 hp) were less offensive (Le., that reminds you that life's what happens while you're shorter) than the later 200-hp installations, but in my making plans: Someone had handed me a current copy, book nothing beats a round cowl, except maybe a round and I started leafing through it with no desire to buy bump cowl, like Fairchild had on their earlier 24-C8C anything. Just looking. There are always several catego­ model in 1934. ries I visit when time permits me the lUXury of skimming With everything inside of me saying "Don't do it!" TAP. One of those regulars, for several decades, has been the tire-kicker instincts took over and I called. The owner the Fairchild category. I didn't know it at the time, but I wasn't selling it, a friend of his had volunteered to deal was about to take a big step-one that measured 7 feet 4 with buyers, and it took awhile to extract the information inches high, 36 feet 4 inches wide and 23 feet 10 inches I deemed necessary. One thing was clear: He was ebullient Idaho's wandering Snake River makes an excellent backdrop to the Fairchild. The Deluxe models had flaps, but with all that strut work, it was a superfluous addition. about the appearance and quality of this aircraft. The ies were finished in 1938, including the one I was still owner had hangars with five or six other museum exhib­ unknowingly getting ready to buy. its and simply didn't have the room to store or the time to There were two variations of the 24G: the Standard fly this one. Okay, I live in Boise, the aircraft was in Port (the first four-place version of the 24) and Deluxe (a Townsend, Washington, and my son three-seater that had been the con- Carl was living in Bellingham, fly­ figuration for the 24s since their ing for Kenmore Air. I asked him to As we walked out inception in 1932). The Deluxe, go look at it, and he came back, after which added $600 to the modest a brief flight, with an elevated case onto the ramp at base price of $5,290, featured a of uncharacteristic enthusiasm. "It number of style enhancements de­ sure is nice, Dad." He was impressed. Galvin and I saw the signed by Raymond Loewy, whose "Looks like it belongs in a museum." Fairchild materialize daytime job was designing Stude­ It was taking on the qualities of a bakers and refrigerators for Sears Dream Machine. (read about him at www.raymond­ A few more phone calls and I before my eyes, loewy.com). The accoutrements found myself making reservations Loewy lavished on the Deluxe with Southwest Airlines to fly over to I could feel the huge model added 60 pounds; hence Seattle. I bought a one-way ticket. the three-seat limitation. Add-ons This much I knew: The aircraft cashier's check in my included the highly desirable roll­ was a Fairchild 24G, manufactured down windows; wheelpants (re­ in 1938, and it had gone through shirt pocket reading ferred to as "wheel streamlines" a bare frame restoration and MOH the rites of secession. ... the Standard model got some in 1991. As of August 2005, it was skimpy fenders); flaps; mohair up­ 170 SMOH with good compression. holstery; electric fuel gauges; some Granted, that's not much flying for 14 years. However, additional instruments; and a 16-coat, hand-rubbed the pictures I'd been e-mailed did show a classic lineage paint job (as opposed to 11 coats, applied without any in stellar condition. hand rubbing, on the Standard). The distinction be­ Flashback: It turns out that the model 24G began pro­ tween Standard and Deluxe was a clear attempt to appeal duction in April 1937, and before the model designation to those fortunate few who still had plenty of cash on changed again, to a 24J on Halloween in 1937, Sherman hand during the Great Depression. However, most peo­ Fairchild's busy factory in Hagerstown, Maryland, pro­ ple considered four seats better than three, so they kept duced a hundred copies of the G. Some of those 24G cop- their spare cash and opted for the more utilitarian Stan­

20 SEPTEMBER 2006 ~." -;..,.. - "'!'!' . - .' .- - • -" ~ ~~...

.. ' .. "

t~ ..' , "" The Idaho fannland provides an excellent backdrop for this early spring shot of the Fairchild. Note the ann resting in the window opening. Those windows are rarely closed, even in winter.

dard modeL Concurrently, a Ranger-powered 24H (certi­ does get off the ground fairly quickly, though, levitating fied a couple of months before the 24G), which was only after 450 feet of roll, and the book says it can be stretched available as a three-place deluxe version, sold a mere to 475 miles of range, depending on your tolerance for 25 copies. The original Rangers that were used in the pucker when it gets down to fumes in both tanks. 24 included the 6-390 (145 hp) and the 6-390-D3 (150 Of course, I wasn't that aware of the history and specs hp). They came online in 1936 with the model 24-C8F. for the 24 when I went to inspect the one I was destined The 200-hp Pinocchio version didn't appear until 1940, to own; that came later. So after the miserably cramped when the military spec'd it. Both the early Warner and (I'm well over 6 feet tall) 737 touched down at SeaTac, Ranger 24s were certified for Edo floats. I went over to Galvin Flying Service at Boeing Field and When Sherman decided to start producing the 24, he met Mort Robinson, CFI and salesman. Mort's digital piC­ made a conscious decision to build a three-seat airplane. tures, taken in a hangar, provided some idea of what it A marketing research program showed there were plenty was going to look like, but they fell short of the reality. of two-seaters around and some fOl}r-place airplanes, but As we walked out onto the ramp at Galvin and I saw the no one was making a three, and quite a few of those pi­ Fairchild materialize before my eyes, I could feel the huge lots interviewed said a three-seat airplane would suit their cashier's check in my shirt pocket reading the rites of se­ needs perfectly. In the same year he designed the first cession. We were going to part company quickly. 24, he also started marketing the 22, a two-place, tan­ Mort walked me around the airplane, pointing out the dem, high-wing parasol with a pair of open cockpits. It ground-adjustable Hamilton Standard metal prop that went through a number of iterations in the three years it had just been hung on the aircraft. He was right about was produced, evolving into a sleek, very attractive sport one thing: This aircraft would have made any museum plane. Unfortunately, the market suddenly dried up for proud. I was fairly quiet as he discussed other features of sport planes and the final model, the 22-C7G, did a swan this particular model, preferring to soak it all in. My gosh, dive into oblivion in 1935. it seemed so big when I got up close. Was it only 7 feet 4 Though the 24G, with its seven-cylinder Warner, was inches tall? It looked like that and then some. Even the not going to set any speed records or win any races, it did 6.5-by-10 tires looked huge. I'd peered into Fairchilds be­ offer a level of comfort, stability, and ease of handling that fore, but never with the idea of putting one of them into made it stand out among the competition. It developed a a hangar I hadn't even leased yet. The thought of getting 1938-respectable 118 mph at sea level. Rate of climb was into this thing and flying it brought me to the realization nothing to write home about, starting with 675 fpm at I'd never flown, or even sat in, anything this large (tall). sea level and quickly dropping off to 500 fpm with two There was no lock in the door, no key for the starter­ people and full 20-gallon wing tanks. Clearing your ears is they really trusted people back in 1938. Or maybe people no problem in this aircraft. Most elevators climb faster. It were just more civilized.

VINTAGE AIRPLA N E 21 (presumably with linen) in September 1948. The engine was overhauled again in 1953, topped in 1957, and then from December 1968 to April 1972 there are no en­ tries. Somewhere in that interval it must have been dismantled. It came out of storage in 1972, and a note states it was "reassembled./I It was flown for a dozen hours, but then there's nearly a 20-year gap in log entries. In July of 1991, with 2,17 4 hours TT, it was stripped, re-covered with Stits Poly-Fiber fab­ Carl banks the Fairchild away from the photo platform over the Idaho farmland in a ric and finish, and the near-effortless turn. engine was overhauled. Something went horri­ bly wrong with that engine overhaul and it had to be overhauled again in October 1992 after a catastrophic breakdown. It appears from some correspondence at the time that the previous overhaul was done with ques­ tionable parts and skills. The airframe was in fabulous shape and still is today, but that engine was a mess. Since the 1992 overhaul, it's run fine, with little more than oil changes and rocker arm greasing. When I learned it had been re-covered 14 years earlier with Poly-Fiber, I called Jon Goldenbaum, who now distributes the popular Poly­ Fiber and Randolph products, and asked him about the potential life of the fabric. Jon assured me that if it had gone 14 years, living in a hangar all that time (which it had), it was probably good for another 20 to 30 years as long as the hangar protection continues. I shudder to inctrlllm"lnt~ are original Fairchild and bear the think what a job it is to re-cover a Fairchild 24. Fairchild logo. The only concessions to updating include Flash forward: Mort was still running his monologue a GX55 GPS, a 170B, and a transponder. The long control when we got around to the pilot's door, completing the stick makes control input a lightweight task. I've never first walk around. seen another panel like this one, nor does it seem any two Opening the door was the beginning of an experience are alike. Toe brakes are only available to the person in the in time travel. The door is thick and feels solid when you left seat. open it or push or pull it closed. The thickness in this case was there to accommodate the roll-down windows. Unfortunately, like a lot of antiques, the history of this Which brings up a point about this Standard model: Ei­ particular aircraft is incomplete. The logbooks only go ther the roll-downs were an option back in 1938, or some­ back to 1952. I knew that going in and did spend some one pirated a pair of doors from a Deluxe model with its time looking at the background that the accumulated files movable windows at some later date. On the other hand, provide. In the past 15 years, everything relating to this true to Standard form, there were no flaps on the wings. aircraft has been preserved. The total time in September of With all that strut structure and engine profile there's so 1952, when the earliest logbooks disappeared, was 1,670 much drag to begin with that flaps simply seem superflu­ hours. A note in the '52 engine log indicates the engine ous. Before climbing in, I rolled the window down, advis­ had been majored 425 hours earlier and there was a note ing Mort that Fairchild knew how to turn cross-country in the airframe log revealing that it had been re-covered flight into a real visual adventure. He agreed.

2 2 SEPTEMBER 2006 One of the outstanding features of the 24G is the near-perfect hannony between controls and power settings. Banking is an effortless exercise. You can see the fenders over the wheels that were typical with the Standard models.

Speaking of adventures, I have to wonder how women, ing device is the dancing, fluid-shrouded magnetic com­ who wore slacks as infrequently in 1938 as today's women pass in the top center of the panel. Just about everything wear skirts, would have made their way into the back seat in the cockpit pOints backward in time-but in luxurious or copilot seat without compromising their modesty. The fashion, even though it was just a Standard. The seats are step on the gear is quite high, and the maneuvering re­ comfortable, the panel is Spartan, the control stick (most quired for getting into the back seats, and even the front likely not chromed at the factory) and overhead trim dial seats (given the dual controls), would have been a deep­ are all reminders of the antique status of this airplane, breath challenge. to say nothing of the height of the seat and its incline, The pilot's seat has two positions, and Mort had already which reminds you that you're in a taildragger ... a man's moved it about 2 inches to its aft peg, which still left my airplane. There's no plastic in this cockpit, only metal and legs a bit cramped. The headroom was more than ade­ fabric. It feels like it's from another era. quate for my 6-foot-5-inch frame. There was even enough Overhead, on each wing root, there are individual "onl room for a felt hat, which was an outdoor fixture on ev­ off" fuel levers. Mort cautioned me to always turn the ac­ ery man's head in 1938. The five-piece windshield was a tive tank off when airborne before switching the other historic novelty and fun to look through from the inside. tank on. Dire consequences for violating that sequence It did allow a much better perspective of the runway than await the uninformed. When shutting down at the end of my previous steed, a Marquart Charger homebuilt open­ the day, it's important to have both levers in the off posi­ cockpit biplane. tion and let the engine idle until the fuel line is run dry. The panel of this Fairchild comes adorned with the ba­ Forgetting that produces large blue fuel stains in the oil sic instruments of the period, most of which still have a pan on the hangar floor under the cowl. Fairchild logo stamped on their faces. The only conces­ In the summer, when the engine is cold, it takes three sion to modern technology was a totally out-of-place VOR shots of prime to get it to run. Wintertime requires six shots, head (which I assume may have replaced a DG), a Nav­ but if the engine is hot in any season, one shot of prime will Com to drive it, an Apollo Loran that gave only approxi­ usually do. Back off on those requirements and the engine mations (it has since been replaced with a GX-55 GPS) and may fire, but it won't run. I've been warned, several times, the obligatory Mode C transponder. The only other head­ to baby that unique starter. Like most Warner parts or acces- VINTAGE AIRPLANE 23 The Snake River in Idaho, about 25 miles northwest of Boise, provides a fascinating backdrop for an afternoon excursion. sories, there's very little left out there in the way of replace­ since I'd talked to any ground controller, but, though ments. It's depressing to think that someday they'll all be flushed with fear, I managed to get us cleared to the run­ silenced. The Rangers just may win in the end! up area near the active. Mort let me taxi the Fairchild, and As noted earlier, there's no ignition key. Prime it, then I must confess it went straight to my ego. I inflated like a flip on the master, crack the throttle, pull the stick back cheese puff. It was going to be my first takeoff in the left (have to hold it with your knees), depress the toe brakes seat of an antique, first in a Fairchild. Or so I thought. (pilot side only), hit the starter button long enough to let Alas, Mort postponed that "first" experience, preferring to the prop cycle three to four times, and then turn the mag make me an observer for that first flight around the pat­ switch from "off" to "left." It should fire . When it's run­ tern, and I got to fulfill my dream with the second circuit. ning, it's time to advance the mag switch to "both" and I consoled myself with the fact that it allowed me more adjust the throttle to 900 rpm. In the winter, I pull the freedom to think about intelligent radio transmissions throttle all the way out for the first five minutes to let the .. . and to look out that open window. How sweet that oil begin its sluggish migration through the journals and was! Mort's piloting was superb, but there's nothing that ports. Then I move up to 900 and give it at least five min­ matches the rush of adrenaline when your own hand is utes in the summer and 10 in the winter before doing a on the throttle and stick and your feet are telling the rud­ run-up. There is no consensus on start-up/warm-up pro­ der what to do. I was primed and ready. cedures, but I found a kind of trend in thinking among With the tail on the ground, the Fairchild has limited those more experienced than me with radials, specifically forward visibility. It's better than any biplane, but that Warners, and that's the process I've adopted. Yes, there round cowl does block out the far end of the runway in is a spark retard and advance knob, but since the engine three-point position. I'd learned with the Marquart Char­ doesn't kick back when starting in the advance position, ger that letting the aircraft develop a bit of forward speed and since it won't start in the retard position when it's be­ before raising the tail helps keep it straight on the mains low 45 degrees out, I just leave it advanced all the time. when the tail rises. Mort urged patience, saying it would Two button switches activate the electrical system (ra­ basicall y raise itself. He was right. It was startling to see dio and GPS) and strobe lights. Since the only push-to­ how quickly the plane became airborne. Immediately, talk button is on the pilot's control stick, I had to do the I developed a high level of respect for control response talking to Boeing Field Ground. It had been several years and the minimal amount of effort needed to keep it on

24 SEPTEMBE R 2006 track. Shortly after turning downwind, I arrived at pat­ veering everywhere but straight down the runway. tern altitude, trimmed the nose, came back on the power, As of this writing, the 24G has nearly 2,400 hours total and started breathing again. Mort wanted me to slow the time and 200 hours since the 1992 major overhaul on the aircraft down to 6S mph abeam the runway numbers on engine. With 30 hours of flying under my belt since Mort's downwind, and though I did what he asked, I never did checkout, I'm convinced that the Fairchild is the easiest air­ it again after he signed me off. It was still flying at 6S, of plane to land and the most enjoyable to fly that I have ever course, but it was a handful and an obstruction to other owned. It's incredibly stable in the air-even trash air-and traffic. Today I hold 80 mph until turning final and then it has a performance envelope that fits the description of let the speed bleed off, usually crossing the threshold of "docile./I That's the way Sherman Fairchild wanted it, of the runway at 70 mph. The stick feels a whole lot more course, and the 24 quickly earned a reputation as being connected at 80 than at 6S ... and there's less cause to one of the easiest to fly in the glory days of taildraggers. worry about shear. I can honestly say it's everything I really wanted in a fly­ I bought Fairchild N23E (its original number was ing machine. It has impressed me so much that I went out NC23) that morning, and my son and I flew it over to and bought a 1938 Buick Special to drive to the airport and Bellingham. Ten minutes away from Mort and my ca­ park by the hangar. Copies of 1938 issues of Life magazine shier's check, the tachometer needle, which had been act­ are lying on the back seats of both vehicles. ing quite erratic, fell off. We were also experiencing prop What it all comes down to is that I just don't need to vibration due to imbalance. When we landed, we called go fast today. I don't need to bore holes through clouds Mort and he told us to fly it back the next day and leave anymore. I don't need a lot of range, since landing is of­ it there so they could fix the instrument and balance the ten the best/most fun part of the day's flight. I love shoot­ prop. We did that, guessing at the rpm, and later that day ing touch-and-gos in this gentle giant. And then there are I bought a round-trip ticket from SeaTac to BOr. those magnificent wind-down windows. Wow. What an A week later, I visited Boeing Field again with a CFI, exhilarating way to see the countryside! To me, when you Brian Case, who flew with me up to Port Townsend, where consider the rich context of aviation and where it was at we dropped Mort off. Then we headed back through Se­ the time this Fairchild 24G was built, it provides flying at attle to Boise. From Seattle, the trip took a little over four its best along with a priceless perspective on aviation ...... hours, and what a joy it was to fly over those mountains '-.;;;:;;::::;;;;;~iii!iii~.~"9'i".iliiiiiliiii•••il.:ii. --­ and valleys with that window open. I don't remember I when I ever felt so evenly matched with an aircraft. It fit like a glove, smelled like a rose, and quacked like a duck. I quickly learned what it takes to keep a museum-qual­ ity aircraft looking like it was just pulled out of an exhibit. ---­lk ---­ For every hour I fly, I spend an hour and a half cleaning BUTYRATE the aircraft. In the summer, it takes a little longer since the leading edges of the wings and tail group need to be cleared of bugs. The windshield always has more oil on it ESYSTEM than bugs. The aft section of the cowling, belly, and left fo,u-----,---,-­ main gear wind up with numerous streaks of oil that are much easier to get off while fresh than after they've had a week to turn into tar. As someone told me, the only VINTAGE time you fly a radial engine aircraft without getting oil all ~ ..:..~~~ LANES over it is when it's clean out of oil. I have never logged so many hours cleaning, but it's clearly worth it. This aircraft always draws an appreciative crowd at the gas pumps. Classic Finish for Classic Airplanes It is difficult to articulate the sensations of flying this Since 1949 aircraft. Landings were more of a challenge than initially MaRY Origiool Manufacture~s colors are available. Give your Vintage anticipated, but quickly became manageable when I re­ Aircraft an award-winning, original finish with unlimited color chOices . alized that the oleo struts, which extend about 6 inches Covering materials price for standard vintage aircraft: approximately $3500 f urchase the entire kit and receive a 10%discount. with takeoff, require a higher angle of attack to get that tail wheel back on the ground first. That move is essential to get the tail wheel straightened out before the mains SUperfIlt:e- touch. You really do get into a nose-high attitude land­ • 3701 Highway 162 Granite City, IL 62040 ing a Fairchild, and it's a bit freaky at first because you Ph. 800-323-G811 can hear the mains touch, but you don't feel them. Took Ph. 618-931-5080 a while to get used to that. If the wings aren't level when the big wheels touch, it goes into a rock 'n' roll routine,

VINTAGE AIRPLANE 25 Old airplanes bring people together

J ENNIFER J ACOB

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

n 1956, a young woman en­ flew her first solo on December 5, In February of 1961, while a flight tered Stephens College, an 1957, in a Cessna 120, registration instructor for the Army, Wally vol­ all-female college in Colum­ N1829V, going on to receive her pilot unteered for the Women in Space bia, Missouri, with the goal of certificate and also her associate de­ Program and took the same physical I becoming a pilot. Wally Funk gree from Stephens in 1958. and psychological tests as the male

The aircraft logs. On December 5,1957, Wally Funk recorded her solo in N1829V (top), while on September 5, 1999, Jennifer recorded her solo, also in N1829V. 26 SEPTEMBE R 2006 Jack Russell and Cindy Johnson Franconia, NH & Scottsmoor, FL

• Soloed in an Aeronca Chief (1965)

• Corporate pilot (37 years): Gulfstream G-/' G-II, G-III; Boeing 737, 757

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

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AUA's Exclusive EAA Vintage AircraftAAociation Insurance Program Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages No hand-propping exdusion - No component ports endorsements Above: While at Stephens College, N1829V had a large uE" painted on the fuse­ lage to assist in identification of students in the traffic pattern.

Left: Wally Funk in 1957, the day she soloed. astronaut candidates. Later that same official recognition to the program. Board, in addition to doing extensive year, Wally and the 12 other female That didn't stop Wally from flying, flight instruction (check her out at candidates-dubbed the Mercury though, and she went on to become www.Ninety-Nines.org/funk.html). 13-saw their dream of space flight the first female air safety investigator When my husband and I (then evaporate when NASA refused to give for the National Transportation Safety college students) scrimped and saved

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

28 SEPTEMBER 2006 The airplane rAiLWt-l66L5 was owned by Stephens College until 1961 and helped train many women to fly.

to purchase a little two-seat Cessna, spotted at a grass airport (Davis, 2D8) in East Lansing, Michigan, we had no idea the history behind it. We knew that it had been a trainer and that it was a high-time airplane because of that. Although it came with a complete set of logs, it took a couple of years to really start go­ ing through them. About a year or so ago, we started scanning all of the paperwork, logs included, to digital files so that they could be accessed easily and also allow the mainte­ nance and storage of the original WHAT OUR MEMBERS ARE RESTORING documents. In doing so, we found Are you nearing completion of a restoration? Or is it done and you 're that they had paperwork document­ busy flying and showing it off? If so, we'd like to hear from you. Send ing all the airplane's history, from the factory test flight until today. us a 4-by-6-inch print from a commercial source (no home printers, The airplane, registration N1829V, please-those prints just don't scan well) or a 4-by-6-inch, 300-dpi had been delivered to Columbia, digital photo. A JPG from your 2.5-megapixel (or higher) digital camera Missouri, and ultimately sold to Stephens College, the first college is fine. You can burn photos to a CD, or if you're on a high-speed in the United States to teach flying Internet connection, you can e-mail them along with a text-only or Word to women. The airplane was owned document describing your airplane. (If your e-mail program asks if you'd by Stephens College until 1961 and helped train many women to fly. like to make the photos smaller, say no.) For more tips on creating Although N1829V had been owned photos we can publish, visit VAA's website at www.vintageaircraft. by Stephens College from 1947 org. Check the News page for a hyperlink to Want To Send Us A through 1961, and though Wally Funk had gotten her pilot certificate Photograph? from Stephens College in 1958, no­ For more information, you can also e-mail us at vintageaircraft@eaa. body knew whether or not Wally org or call us at 920-426-4825. had indeed flown N1829Y. With the

VINTAGE AIRPLANE 29 help of the Ninety-Nines, I contacted Wally and found out that she had not only flown N1829V, but also had soloed it. As Wally said, "You never forget the airplane you soloed." We arranged to meet in Nashville, Ten­ nessee, before the start of the 2006 Women in Aviation International Conference so Wally could revisit N1829V. What an experience. It was great to see such a wonderful person and pilot able to reunite with a great little airplane, and I thank Wally for her contributions to this article. In closing, Wally, my husband and I would like to reiterate that old air­ planes do, indeed, bring people to­ gether. N1829V was instrumental both to Wally's quest for her pilot certificate in 1957 and my quest to get mine (solo in N1829V on Septem­ ber 5, 1999) 42 years later. ~ Wally and the author showing that 40 years have been kind to N1829V.

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30 SEPTEMBER 2006

continued from page 2

A Piece of Wiley Post's Winnie Mae Returns to Oklahoma

A piece of the famous Win­ nie Mae airplane flown around the world in a record-setting flight by Oklahoma aviator Wiley Post was returned to Oklahoma Saturday, August 26, during a welcome home party and reception at Wiley Post Airport. The wheelpant is the larg­ est piece of the Winnie Mae on display outside of the air­ craft itself, which is displayed at the National Air and Space Museum Steven F. Udvar-Hazy Center at Dulles International Airport in Washington, D.C. The piece of the airplane, a The late Clara Flocking, shown wheelpant, is signed by Wiley here as a pilot in the 1940s, Post with the inscription "8 was apparently given the wheel­ days, 15 hrs, 51 mins" and the pant from the Winnie Mae by dates "July 23-July I, 1931"­ a mechanic. the dates and time of his his­ toric flight. The portion of the blue and white Winnie Mae was found The damaged left wheelpant earlier this year by a California from the Lockheed Vega Winnie woman whose parents were pi­ Mae, signed by Wiley Post. lots. Post had taken the airplane to California to replace the part after it mother, the late was damaged during the around-the­ Clara Flocking, world flight with Harold Gatty. who was a World The woman, Jackie Mullarky, found War II-era instruc­ the part when renovating her parents' tor pilot, came to Victorian home. She had planned to own the historic sell the wheel cover as scrap metal piece is not clear. but decided to do an Internet search Oklahomans on the date and name first. Bill and Sue Hal­ "I was totally shocked. I couldn't pain agreed to fly believe it," Mullarky said in an inter­ to California to view with The Oklahoman in March. pick up the part. "Then I found some pictures of the Bill Halpain was plane and said, 'That's it. 1II She con­ trained by the same flight instructor Center will be located in the reno­ firmed her find with help from Bob as Post. vated Curtiss-Wright hangar located Kemper, the executive director of the The Oklahoma treasure will be on at 7101 Millionaire Dr., Wiley Post Wiley Post Heritage of Flight Center. display at the 99s Museum of Women Airport, Bethany, OK 73008. He knew Post had taken the Lock­ Pilots near Will Rogers World Airport For information on the effort, heed to California for repairs and had until the Curtiss-Wright Wiley Post contact Executive Director Bob Kem­ given the wheelpant to a mechanic Hangar is complete in late 2007. The per at 405-789-0005 or visit www. named Otto Sanloft. How Mullarky's new Wiley Post Heritage of Flight WileyPost.org.

32 SEPTEMBER 2006 AERO CLASSIC " COLLECTOR SERI ES" Vintage Tires New USA Production Show off your pride and joy with a fresh set of Vintage Rubber. These newly minted tires are FAA-TSO'd and speed rated to 120 MPH. Some things are better left the way th ey were, and in the 40's and 50 's, these tires were perfectly in tune to the exciting times in aviation. GA Unified Against User Fee Proposal Not only do these tires set your vintage plane apart from General aviation united in opposition to general avia­ the rest, but also look exceptional on all General Aviation tion (GA) user fees during a special panel discussion aircraft. Deep 8/32nd tread depth offers above average tread life and UV treated rubber resists aging. moderated by EAA President Tom Poberezny at EAA Air­ First impressions last a lifetime, so put these Venture Oshkosh. Panelists included Jack Pelton, presi­ bring back the good times. .. .. dent and CEO of Cessna Aircraft Company; Ed Bolen, New Ge neral Av iatio n Sizes Ava il able: president of the National Business Aviation Association; 500 x 5, 600 x 6, 700 x 8 Phil Boyer, president of the Aircraft Owners & Pilots As­ Desser has the largest stock and sociation; Alan Klapmeier, president of Cirrus Design; selection of Vintage and Warbird and Pete Bunce, president of the General Aviation Manu­ tires in the world. Contact us facturers Association. "The airlines' goal is to pay less and control more," with Poberezny said. "That does not bode well for general aviation." The Air Transportation Association (ATA) is pushing user fees on general aviation jets and turbine­ powered aircraft and also calls for a governing board to control the air transportation system dominated by the airlines and free of congressional oversight. The argument is not about whether general aviation pays its fair share, Klapmeier said. "We believe we al­ ready pay a fair share of the costs through aviation fuel taxes," and that share correlates well to the costs that general aviation aircraft generate. Bunce asserted that the airlines drive the cost of the air traffic system. "ATA claims that 'a blip [on a radar screen] is a blip is a blip' and that it costs as much to move a GA aircraft as an airliner. That's not true." Con­ trollers, he explained, are paid according to the volume and complexity of traffic, and by far the largest contribu­ tors to volume and complexity are airliners. At the nation's 35 major airline hubs, GA traffic is Just Uke in the Good Old Days only 6 percent of the volume. What's more, not a single airport appears on both the top 20 airline ai rports and All the Randolph products, aD the Randolph the top 20 GA airports, by volume. At Washington D.C.'s colors, aD the Randolph quality. An aviation Ronald Reagan Washington National Airport, there have icon is back on the market again... to stay. been no cost savings to the air traffic system since GA was banned from operating there. Poberezny said the airlines fear GA's power to get out the vote. "Get involved," he told the audience. "Tell your 800-362-3490~ congressman that, as a pilot, I want you, not the airlines, Or e-mail us at info@ raodolphaircraft.com to control the nation's air transportation system." ~

VINTAGE AIRPLANE 33 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 than September 10 for inclusion in the November 2006 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.

JU NE' S MYSTER Y ANSW E R

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

34 SEPTEMBER 2006 all-wood construction and had a ful­ cock, but this aircraft was never built. American touch. ly monocoque fuselage. Somewhat However, a sole Turcock (registered G-EBVO is a Blackburn F.2 Lincock later, the Lincock Mk. I was apparent­ as G-EBVP) was built for the Turkish 1. A Single-seat prototype fighter with ly purchased by The Air Ministry and government, based on the Blackcock. a plywood monocoque fuselage. Pow­ appears to have carried twin Vickers Powered with a 14-cylinder Arm­ ered by a 240-hp Armstrong Sidde­ .303 synchronized machine guns at strong Siddeley 490 hp Jaguar VI ra­ ley Lynx IV engine. Built at Brough, some pOint in its life. The Lincock dial (essentially a two-row Lynx), the Yorkshire, United Kingdom, in 1928. Mk. I had a span of 22.5 feet, an over­ Turcock reached a maximum speed of One aircraft only cln 9906 Certifi­ all length of 18 feet 1 inch, and a 181 mph, but crashed on 13 Febru­ cate of Airworthiness issued 14.7.28. loaded weight of 2,000 pounds. ary 1928. Flown by Sqn. Ldr. J. Noakes in the An improved Lincock Mk. II, in­ Excellent references regarding the 1928 King's Cup air race at an aver­ corporating a new split-axle, all­ Lincock can be found in the old Put­ age speed of 145.32 mph. Taken to metal construction, a geared version nam aviation series. Particularly, Chicago for crazy flying displays and of Lynx engine, and having the fuse­ Blackburn Aircraft Since 1909 by A.J. flown by Fit. Lt. R.L.R. Atcherley be­ lage faired with the lower wing was Jackson and Peter Lewis' excellent tween 23.8.30 and 1.9.30. Damaged displayed at the 1929 Olympia Air book The British Fighter Since 1912, at Cleveland, Ohio, 28.8.30. Returned Show. The length of the Mk. II was from which most of the information to the United Kingdom for repair and increased to 19.5 feet, but the span in this text is derived. displayed aerobatics during 1931 by remained the same as the Mk. I. The Regards, A.M. Blake. Dismantled at Brough Mk. II also had a somewhat faster Wesley R. Smith in August 1931. Painted orange with maximum speed of 168 mph, the 150 Springfield, Illinois black strips at the time of disman­ mph maximum of the Mk. I, actually tling. Span 22 feet 6 inches, length being about 145-146 mph, depending Plus this note: 18 feet 1.5 inches, allupweight 2,000 on which source one cares to cite. The following information comes pounds, max speed 146 mph. The Lincock Mk. II also had a de­ from A.J. Jackson's British Civil Air­ M.S. "Dicky" Bird tachable three-section fuselage com­ craft: 1919-1959, Volume 1 published Salisbury, England prising the nose, center section, and by Putnam in 1959, page 485. tail. The Mk. II was intended to be The June 2006 Mystery Plane is the G-EBVO is the Blackburn Lincock displayed at Hendon in 1930 but was Blackburn Lincock I. The aircraft was built at Brough, East Yorkshire, Eng­ damaged, and the Mk. I substituted built in 1928 as cln 9906 and was regis­ land, in 1928. It was raced in the in its place. tered as G-EBVO as shown in your photo. 1928 King's Cup air race and then A final development of the Lin­ The Lincock I was built as a Single-seat went to Chicago in the summer of cock was the Mk. III. Four Mk. Ills light fighter, and this was the factory 1930 for crazy flying displays. What were built, two being exported to Ja­ demonstrator. It was owned by the firm is interesting is that the apprentices pan and two to China. The Mk. III until it was scrapped in 1931. The en­ at the present day British Aerospace used a transverse axle undercarriage gine was a 240-hp Armstrong Siddeley factory at Brough, on the site of the and was powered by a Lynx IVc or, Lynx IV seven-cylinder radial. Each original Blackburn factory, have just alternatively, a Lynx Major. The ba­ cylinder initially had an individu­ built a full-size model of the aircraft sic Armstrong Siddeley Lynx was a al "helmet" cowl, all of which had which has recently gone on display seven-cylinder air-cooled radial, dis­ been removed by the time of your at the Street Life Museum of Trans­ placing 687.23 cubic inches, and photo. The original color of the Lin­ port in nearby Hull, East Yorkshire. weighed around 390 pounds. Over cock I was light, probably silver, and (See photo.) 6,000 Lynx engines were built be­ the aircraft was later painted black Andy Wood tween 1923 and 1939, a large num­ and orange as shown in your photo. The Real Aeroplane Company ber of Lynx engines being used in The Blackburn Aeroplane and Motor Breighton Airfield Avro 504N trainers. The initial horse­ Co. Ltd. was located in Brough, East East Yorkshire power rating of 150 hp being grad­ Yorkshire, England, at that time. The ually increased over the years to a Lincock I flew in the 1928 King's Cup Other correct answers were received reliable 215 hp at 1900 rpm, with race in England and was used for aer­ from the following: Ian MacFarlane, 240 hp at 2090 rpm being the maxi­ obatic displays, probably at the time Ponteland, Northumberland, England; mum rating. of your photo. Toby Gursanscky, Clontarf, New South While all Lincocks are reputed to Jack Erickson Wales, Australia; Clive Phillips, Bunga­ have had excellent handling quali­ State College, Pennsylvania ree, Victoria, Australia; Thomas Lym­ ties, the Mk. III had a maximum speed burn, Princeton, Minnesota; Wayne Van of 164 mph at 3,000 feet. Blackburn From England, we received these Valkenburgh, Jasper, Georgia; Wayne was to have built a developed version two e-mailed notes: Muxlow, Minneapolis, Minnesota and of the Lincock, known as the Black- A very rare English aircraft with an Russ Brown, Lyndhurst, Ohio......

VINTAGE AIRPLANE 35 BY DOUG STEWART Don't hurry, be safer!

he last week of July this morning were for a real good rea­ over, many of the pilots still remain­ year had been a long, hot, son. Level 6 (and occasionally level ing at Wittman Field were now pre­ and hard week for me. Ad­ 7) storms curving along a line that paring for a hasty exodus before the T mittedly, I had spent the was close to 100 miles long were second line of weather hit, myself entire week in aviation mecca-Air­ charging across Wisconsin out of included. I was able to quickly retire Venture '06. Many of my friends the northwest. from my duties at the NAFI tent and and acquaintances seem jealous contact the two people who would that I get to spend the entire week be flying back home with me so we at AirVenture every year, but they There are could coordinate our earlier-than­ forget that I spend most of my time planned departure. Fortunately, I there working. few things in had already taken care of the fuel­ Between presenting numerous ing of my airplane the previous day, forums and attending to my re­ so that wouldn't delay us. sponsibilities in the NAFI (National aviation that As I hurried about, taking care Associa tion of FlightInstructors) of the few bits of unfinished busi­ tent each and every day, it had been . ness that had to be attended to, I a very tiring week, and I was eager requIre us took the time to remind myself to to get home. remain vigilant about the dangers The plan was for me to oversee to hurry. of being in a hurry. More often than the change of personnel at the NAFI I really care to confess, I have got­ tent at midday, on the last Sun­ The storm hit Oshkosh a little ten myself into, for lack of a better day of AV '06, and then fly home. after 7 a.m. that morning. (A tes­ word, a compromised situation be­ I had a client scheduled for the first tament to the storm's strength was cause of being in a hurry. Although thing on Monday morning, back that the flagpole atop the NAFI some might call me an old dog, I at Columbia County, but practic­ tent was bent back at a 4S-degree have learned at least one new trick, ing what I preach, the client knew I angle, albeit with the flag still a t­ and that is to not rush. wasn't promising to be there. If too tached, when we arrived at the tent Another thing I learned long ago many X's appeared on my PAVE and that morning.) Stretching out be­ is that aviation is inherently dan­ CARE checklists, I might not make hind the frontal line all the way to gerous. It really wasn't all that long it home in time, if at all, for the ap­ the Minnesota border was an area of ago that I would say to a prospec­ pointment. I certainly wasn't going weather that went anywhere from tive client: "You know, the most to let the pressure of that appoint­ level 4 down to level 1 rain, with dangerous part of this flying bUsi­ ment lead me into a bad situation. some holes and clear areas in be­ ness is the drive home from the air­ Those of you who were there tween. Then there was a second line port." What a bunch of hogwash! must remember the ugly weather of storms that wasn't anywhere near Aviation is filled with risk. The only that greeted us that Sunday morn­ as long or wide, but with the same thing that keeps us safe is our abil­ ing. For those of you who weren't, approximate intensity. All of this ity to manage it. let me just say that the severe storm was moving to the east-southeast. This risk is not limited to when warnings that were issued that After that bit of nastiness was we're airborne, in whatever type of

36 SEPTEMBER 2006 conveyance we use to "slip the surly bonds," but is present anytime we are in proximity to those machines, even while still ground bound. Managing risk is a process that has to begin from the very moment we first conceive of a flight-before we even pass through the gate of the airport fence-until such time as we remove ourselves from the aviation environment. Our increased diligence not only shields us from harm, but ensures that we do not expose anyone else to the risk we have chosen to accept. I am thoroughly aware of the risks I assume by flying. I choose to ac­ cept those risks. But I know I have no Come or t e weekend right to expose anyone else to those risks unless they consent to them. But getting back to my departure BUILD FOR A LIFETIME from Oshkosh: Having fulfilled all my HANDS-ON responsibilities I now caught a ride HOMEBUILDER WORKSHOP to my airplane, which was parked on SCHEDULE the north side of Runway 9/27 near Aug. 26-27 Oshkosh, WI the terminal. It was obvious I was not the only pilot taking advantage of the Se pt. 8-10 Frederick, MD break in the weather to depart Witt­ Se pt. 8-1 0 man Field. The golf cart in which I was riding had to sit and wait at the taxi­ way out of the EAA hangar, as the Red Barons, Sean Tucker, and the IiFlyboy" Extra taxied by, all trying to beat the next line of weather headed toward OSH. The short wait provided a good opportunity to remind myself of the dangers of being in a hurry. When I got to my airplane I made Oct 1 3-1 S Ciriffin, CiA (Atlanta Area) sure I didn't rush through my pre­ flight. I took my time and, if any­ Oct. 21-22 Chicago, IL • Fabric Covering • Sheet Metal Basics • Electrical Systems & Avionics thing, did a more thorough preflight • Composite Construction inspection than normal. As I went • Introduction to Aircraft Building through the inspection, I had my Oct. 28-29 Houston, TX • Fabric Covering • Sheet Metal Basics handheld radio turned on. After lis­ • Electrical Systems & Avionics tening to the ATIS, I switched to the • Composite Construction tower for Runway 27. The controller was doing a fantastic job of expedit­ KLEIN ing the departures. Even a New York EM SportAlt • : l ' .

t .-e:. controller handling LaGuardia arriv­ Sponsors: TOOLS. bAlrcr.~ Co.tlng_~ als during a push would have been www.ldelntools.com www.aircraftspl'1lce.coftl envious. The controller's commands certainly encouraged li no delay." While all this was going on, I no­ 1-800-WORKSHOP ticed a fire engine with its lights flashing go across Runway 27, head­ WORKSHOPS 1-800 - 96 7-~746 ing south. I also noticed many peo­ ___~ www.sportalr.com ple looking in the direction that the fire truck was headed. Some held bin- YOU CAN BUILD IT! LET EAA TEACH YOU HOW.

VINTAGE AIRPLANE 37 The following list ofcoming events is furnished to our readers as a matter continued from previous page of information only and does not constitute approval, sponsorship, in­ volvement, control, or direction ofany event (fly-in, seminars, fly market, oculars to their eyes. It wasn't until etc.) listed. To submit an event, send the information via mail to: Vintage the next morning, after I had gotten Airplane, P.O . Box 3086, Oshkosh, WI 54903-3086. Or e-mail the infor­ home, that I heard the horrific news. mation to: [email protected]. Information should be received four In all the hustle and bustle of months prior to the event date . many pilots expediting their depar­ SEPTEMBER 7-10--Greenville, ME-Greenville, and pilots welcome. Gourmet Pancake ture from AirVenture '06, on that Maine 33rd Annual International Fly- Breakfast, Banana Pecan Pancakes, Spiral last day of the event, a TBM Avenger In. Contests , poker runs, cruise on Cut Glazed Ham , Coffee/Beverage , Exxon taxied into an RV-6, killing the pas­ Moosehead Lake, cookout, buffet, Fuel Discount for Fly-lns/Taxi-Outs(Even), demonstrations, and more. Info: Darralyn LtCol Rayford Brown , 254 7184910/ senger in the right seat, EAA Chap­ Gauvin, PO Box 1289, Greenville, ME [email protected] mail to:4910/ ter 245 President Gary Palmer. 04441 or email [email protected] [email protected] That wasn't the only fatality at SEPTEMBER 9-Blue Bell, PA-Wings Field OCTOBER 6-S-Camden, SC-Woodward Field (LOM). 17th Annual Vintage Aircraft (KCDN) . VAA Chapter 3 Fall Fly-In. BBQ Friday Wittman Field during this year's Air­ & Classic Car Show. 10am-3pm. Free evening, EAA judging Saturday, Banquet and Venture. A couple from Washington Admission. $10 Automobile Parking. Food, Speaker Saturday night. All classes welcome. was killed when their Europa mo­ Music, Entertainment, & Exhibits. All net Info: Jim Wilson 843-753-7138 or eiwilson@ proceeds will go to benefit Angel Flight homexpressway.net torglider crashed in what appears to East. Rain Date: September 10th. Info: OCTOBER ll-l S-Tullahoma, TN-Beech Party have been a classic stall/spin on a Bonni 800-383-9464 xl06 2006. Staggerwing/Twin Beech 18/ Bonanza/ base to final turn. It was another day SEPTEMBER 9-Newark, OH-Newark-Heath Baron/Beech owners & enthusiasts are Airport (VTA). Annual EAA Chapter 402 welcome. Sponsored by the Staggerwing when controllers were doing their Fly-In Breakfast. Breakfast: pancakes , Museum Foundation , Staggerwing Club , Twin best to expedite arrivals. They were eggs , sausage, juice, coffee . Vintage Beech 18 Society, Bonanza/Baron Museum, encouraging pilots to "keep it tight." and homebuilt aircraft. Young Eagles & Travel Air Division . Info: 931-455-1794 Flights. Buckeye Chapter of RVAtors fly OCTOBER 14-Georgetown , DE-Sussex County Folks, being in a hurry can be over. Fly-ins and drive-i ns welcome . Info: Airport (GED). Delaware Aviation Museum dangerous. And as we have seen at Tom McFadden 740-587-2312 or 3rd Annual Wings and Wheels Fly-In. Vintage , this year's AirVenture, it can be fa­ [email protected] Classic and Warbirds judging and awards. SEPTEMBER 9-Maxton, NC-Laurinburg­ Fun flying activities during the day. Rides tal. We cannot let anything or any­ Maxton Airport (MEB). Region 10 Ercoupe available for purchase in a 8-25 and PT-17 . one push us into rushing. Whether Owners Club North-South Carolina Members Antique and vintage cars as well as street it's your own inner demons, a & Guests 3rd Annual "Spectacular rods. Judging and awards for cars also. September Invitational ". Hosted by John Free admission to the public. Donations spouse, a friend, a business appoint­ Miller & William McNeill. 10am-l0:45am appreciated. Info: 302-855-2355OCTOBER ment, a dinner engagement, the Touch-Down . 11am-Noon RC Demonstrations. 29-Jean, NV-Jean Airport. 18th Annual weather, or even ATC, the moment Noon-1 :15pm Lunch & Awards. 1:30pm-3pm North Las Vegas International Ercoupe Ry In Fly-Out to Local Grass Strip. 3pm-3 :30pm and Halloween party (EOC Region 8) . Info: we allow ourselves to hurry, our risk Departure. Info: Buck 336-342-5629, 336­ http://www.airnav.com/airportjOL 7 increases exponentiall y. 549-1936, [email protected] There are few things in aviation SEPTEMBER 17-Tunkhannock, PA-Skyhaven Airport (76N). Pancake Breakfast and Craft 20@6 that require us to hurry. Yes, an en­ Show. 7:30am-lpm. Info: 570-836-4800, gine failure on takeoff or an en­ [email protected] MAJOR FLy-INS gine or cockpit fire will require that SEPTEMBER 22-23-Bartlesville, OK-Frank For details on EM Chapter fly-ins and other local Phillips Airfield. 50th Annual Tulsa Regional aviation events, visit www.eaa.orgJevents we act with some speed, but even Fly-In. Info: Charlie Harris 918-622-8400. then we have to act in a controlled www.tulsaflyin.com Virginia Regional EAA Fly-In and deliberate manner. The instant SEPTEMBER 24-Hinkley, IL-OC2. EAA Ch . 241 Dinwiddie County Airport (PTB) Breakfast on the Grass. 7:30am-Noon . Info: we allow our thinking to become Petersburg, VA 847-888-2119 September 30-0ctober 1, 2006 blurred by rushing, we open the SEPTEMBER 3O--Hanover, IN-Lee Bottom Rying www.vaeaa.org door to danger. If we could all resist Reid (641). 10th Annual Wood, Fabric, & Tailwheels Ry-I n. Come see what everyone the urge to hurry, we should all live EAA Southeast Regional Fly-In is talking about. If you love the good old Middleton Reid Airport (GZH) to enjoy another day of...blue skies says, then you'lI love this event. Info: www. Evergreen , AL LeeBottom.com and tail winds. October 6-S, 2006 SEPTIMBER 3O--Topping, VA-Hummel Air Reid. The 11th Annual Car & Air Event. Featuring www.serfi.org Doug Stewart is the 2004 National Antique Cars & Planes. Plus Rre Apparatus, Copperstate Regional EAA Fly-In CFI ofthe Year, a Master Instructor, and Tractors & Engines, and Arts & Crafts Casa Grande (AR) Municipal Airport (CGZ) of all types. Info: 804-758-4330 or 804­ October 26-29, 2006 a designated pilot examiner. He operates 694-5995, [email protected], www. www.copperstate.org DSFI Inc. (www.dsflight.comJ based at wingsandwheels. us SEPTEMBER 30 - Temple TX , (KTPL)-GA­ th e Columbia County Airport (lBl in For details on EM Chapter fty~ ns and other local avia­ Terminal Fly-In Breakfast. 0800-1100, tion events, visit www.eaa.orgjevents North Egremont, Massachusetts) ...... Program 1100-1200. All airplanes 38 SEPTE M BER 2006 Your One STOP Quality Shop

Hook up air hose from your com­ pressor. Add Glass Beads or 1·BBB·3BB·BB03 other abrasive. Aim power gun (included) at part and remove 1·7B0-447·5955 rust,paint,andscaleFAST! Call Today For Our New Catalog Exhaust Systems Abrasive drops into funnel where it is recycled. WORKS GREAT! Carb AirBoxes 22"d, 34"w, 20'1,'h work area. 22 Structural Assemblies ga steel, 14 ga steel legs. Requires Clamps & Hardware 7-20 cfm air @ 80 psi &shop vac. Round Engine Exhausts Engine Mounts Fuel Cells Heaters www.acomweld/ng.com

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Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (c/[email protected]) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086

Airplane T-Shirts A&P I.A.: Annual, 100 hr. inspections. A+P Mechanic with Machining and 150 Different Airplanes Available Wayne Forshey 740-472-1481 Fabrication experience, has time and WE PROBABLY HAVE YOUR AIRPLANE! Ohio - statewide. shop space available for your project www.airplanetshirts.com or restoration. Waukesha, Wisconsin. 1-800-645-7739 Email [email protected] with BABBITT BEARING SERVICE details and questions. Flying wires available_ 1994 pricing. - rod bearings, main bearings, Visit www.f/yingwires.com or call bushings, master rods, valves , CUSTOM PRINTED T-SHIRTS for your B00-517 -9278. piston rings. Call us Toll Free 1-800­ flying club, flight shop, museum. Free 233-6934 , e-mail ramremfg@aol. samples. Call 1-800-645-7739 or 1-828­ THERE'S JUST NOTHING LIKE IT com Website www.ramengine.com 654-9711 ON THE WEB!! VINTAGE ENGINE MACHINE WORKS, www.aviation-giftshop.com N. 604 FREYA ST., SPOKANE, WA 99202 A Website with the Pilot in Mind Monasco C-4125 HP complete. Includes (and those who love airplanes) Hamilton Stardard 86' ground adjustable prop. No logs. $6,000 OBO. Ken 909­ LET BRENCO HELP YOU GET YOUR IA 599-4164. Warner engines. Two 165s, one fresh CERTIFICATE-Brenco has a 25 year O.H., one low time on Fairchild 24 history of training A&P 's to obtain their mount with all accessories. Also Inspection Authorization . Courses *WWW.AEROSPACEFACTS.COM Helton Lark and Aeronca C-3 project. are offered every year in Battle Creek 'is the first aerospace website where Find my name and address in the MI, Columbus OH, Kenosha WI and you can find relevant information Officers and Directors listing and call Rockford IL. Call1-BOO-584-1392 for quick and easy evenings. E. E. "Buck" Hilbert. additional information JUST TRY IT ...

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 ViC('·President Web Si te: www. vintageaircra(t.org and www.airventllre_org E-Mail: vintageaircra(t@eaa .org Geoff nobiso n George Da llbncr 1521 E. MacG regor Dr. 2448 Lough L1 ne New Haven, IN 46774 Hart ford, WI 53027 EAA a nd Division Membership Services Fli ght Advi sors information .. 920-426-6864 260-493-4724 262-673-5885 cllie{[email protected] vaaflybo,v(q)lIsI1.an1l 800-843-3612 ...... FA X 920-426-6761 Flight Instructor information 920-426-6801 (8:00 AM-7:00 PM Monday- Friday CST) Flying Start Program . _ .. _ . _ 920-426-6847 Secretary T r ~as ure r Steve Nesse Charles W. Harri s -New/ renew memberships: EAA, Divi­ Library Services/Research _ . _ . 920-426-4848 2009 Highland Ave. 72 15 East 46t h Sl. Medical Ques tions _ ...... _ . 920-426-611 2 Albert Lea, M 56007 Tu lsa, OK 74 147 sions (Vintage Aircraft Association, lAC, 507-373- 167-1 91 R-622-8400 Warbirds), National Associati on of Flight Technical Counse lors _...... 920-426-6864 stllt's@d!'sklf1eC/ia.cmll [email protected] Instructors (NAF I) Young Eagles . . . . __ ...... 877-806-8902 -Address changes DIRECTORS -Merchandise sales Benefits AUA Vintage In surance Plan . 800-727-3823 Steve Bender Jean nie Hill -Gift memberships 85 Bru sh Hill Road 1'.0. Box 328 EAA Aircraft Insurance Plan _ 866-647-4322 Sherborn, MA 01770 Harvard, IL 600B-032S Term Life and Accidental. _ . _ 800-241-6103 508-653-7557 815-943-7205 sst J(j(glcomcast .lIet diIIS/WO

Dave Clark Robert D. " Bob" Lumley MEMBERSHIP INFORMATION 635 Ves tal La ne 1265 South 124 th St. Plainfield, IN 46168 Brookfield, WI 53005 EAA lAC 3 17-839-4500 262-782-2633 Membership in the Experimental Aircraft Current EAA members may join the d (ll'f:'cpd(g~ i l /ll est .llet 11I 1 np e r rJ!~exl!cp c .COI" Association, Inc. is $40 for one year, includ­ International Aerobatic Club, Inc. Divi­ John S. Copeland Gene Morri s ing 12 issues of SPORT AVIATION. Family sion and receive SPORT AEROBATICS lA Deacon Street 5936 Steve Court membership is an additional $10 annually. magazin e for an additional $45 per year. Northborough, MA 0 1532 Roa noke, TX 76262 Junior Membership (under 19 years of age) EAA Membership, SPORT AEROBAT­ 508-393-4775 817-491-9 110 (opelalld I @'ij u"o.com gl'[email protected] is available at $23 annually. All major credit ICS magaZine and one year membership cards accepted for membership. (A dd $16 fo r in t h e lAC Division is available for $55 Phil Coulso n Dea n Richa rdson Foreign Postage,) per year (SPORT AVIATION magazine 284 15 Sp ringbrook Dr. H29 Kings Lynn Rd not included) . (A dd $ 18 for Fo re ign Lawton, M l 49065 Stoughton, WI 53589 269-624-6490 608-877-8485 EAA SPORT PILOT Postage.) r(u /I /:;0,,5 1 6@Jc_~.cu m dllr(iVoprilllire.c(}/1/ Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS Da le A. Gustafson S.H . "Wes" Schmid $20 per year. Current EAA memberS may join the EAA 7724 Shady Hills Dr. 2359 Lefeber Ave nue Ind ian apoli S, IN 46278 \Va uwatosa, WI 532 13 EAA Membership and EAA SP OR T Warbirds of America Division and receive 3 17-29:1-4 430 414-77 1-1545 PILOT magazine is available for $40 per WARBIRDS magazine for an additional $45 da/({aye

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40 SEPTEMBER 2 006