STRAIGHT AND LEVEUButchJoyce

2 AlRVENTURE AWARDS

4 VAA NEWS/ HG.Frautschy • 5 AEROMAIL • , • 6 A MIRACLE OF THE AIR/ James Whittaker •

9 MY FIRST AIRPLANE! EvCassagneres

12 TYPE CLUB NOTES/ RobertG. Lock

14 A FIVE-YEAR PAINT JOB/ Budd Davisson

19 WHAT OUR MEMBERS ARE RESTORING/ H G. Frautschy & Norm Petersen

21 MYSTERY PLANE! HG. Frautschy

24 PASS IT TO BUCK! Buck Hilbert

27 NEW MEMBERS

28 CALENDAR

30 CLASSIFIEDS www.vintageaircraft.org

Publisher TOM POBEREZNY

Editor-ill-Orie! scon SPANGLER

Executive Director, Editor HENRY G. FRAUTSCHY

VAA Admillislralive A ,'isistant THERESA BOOKS

Executive Editor MIKE DIFRISCO

Contributing Editors JOHN UNDERWOOD BUDD DAVISSON

Art/Photo Layout BETH BLANCK

Photography Staff JIM KOEPNICK LEEANN ABRAMS

Advertisillg/Editorial Assistalll ISABELLE WISKE SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMAT ION s EL by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

I've been attending EAA port are on their agenda, and we're working closely with AirVenture Oshkosh for 29 EAA to be sure our input is added and we're kept abreast of years, and this year's event the latest developments. was one of the best! The an­ As contemporary aircraft owners are beginning to real­ tique aircraft were some of ize that their airplanes are older, too, we're seeing the best that we have seen. restorations like Bragdon's Cessna 210 Oune 2001 Vin­ Restorations just continue to get better each year. tage Airplane). These are enormously useful airplanes that Years ago, when you walked the flight line, you'd see a can be used daily if necessary, but they still look great on wide range of antique aircraft restorations. Some were the fly-in flight line. Does that sound familiar, classic good, some were so-so, and a few were outstanding. As the owners? movement has progressed, the number of excellent It takes time for these restorations to come to the sur­ restorations has continued to increase. When you talk to face. I've even had to come to grips with it. My Luscombe members on the flight line, a shift in attitude toward is one of my favorite airplanes, but I can't use it for all my restoration is also evident-people seem to take their stew­ flying needs. I also own a Beech Baron that fits in the ardship of these magnificent old aircraft quite seriously. Contemporary category. It's 37 years old now, and I con­ That attitude is now permeating the ownership ranks of sider it equal in my desired capabilities to a new Baron. It Classic category airplanes, as ever-increasing numbers of will do most any task better than its new brother, and it's classic airplanes are appearing on fly-in flight lines all over cheaper, too. I have no problem going to the hangar, load­ the country. Sure, there are still plenty of airplanes some­ ing it up, and flying to the islands or anywhere else. I times referred to in classified ads as "good fliers," airplanes probably won't be doing this in the Luscombe, but I have that members have not yet restored to near factory condi­ thought that it would be fun to do so. At least it would tion. For others, a good clean restoration doesn't have to not take Customs long to inspect the Luscombe! With the be a factory original, but one that is useful for them. Ex­ realization that the Baron can now be judged just like any tended ski tubes, extra fuel tanks, and items that increase classic or antique, I've embarked on a custom recondition­ the airplane's utility are often what people add to their air­ ing program. planes. There's plenty of room for all in vintage aviation, In doing so, I've gained a new pride of ownership in my and you'll often see examples of every style and level of Contemporary class aircraft. When I land somewhere new restoration at EAA AirVenture and your local fly-in. on a cross-country, the tower might ask, "What year is Still, it's funny how many of us still don't think of clas­ your Baron?" It's nice to pull into the FBO for fuel or an sic airplanes as "old." The youngest classic is now overnight stay and have the line guys tell you how great coming up on its 46th birthday! I guess you could pin a the airplane looks. I appreciate it when they ask if I'd like lot of that attitude on the basic utility these great air­ to park it in their hangar overnight. I think that they en­ planes still offer. More than once in recent times I've joy seeing good-looking airplanes, too. heard of a person looking seriously at one of the newer One thing to keep in mind is that most of these younger lightplanes and while researching discovered that a re­ people who are working at the FBOs now cut their teeth cently restored classic offered more utility for less cost! on the contemporary class of aircraft. Just like many of us The choices for an individual who wants four seats in the long desired a Travel Air or Cub of our own to fly, in the airplane are even more limited. Take, for example, a future contemporary aircraft will be the ones they will 1950 Cessna 170. It offers a 115 mph cruise speed, 8 gph want to own. and four seats, a great going places machine. But we do The EAA Vintage Aircraft Association has taken the have to accept that it is old. Since it left the runway at lead in highlighting the issues facing older aircraft, and Wichita 51 years have passed. working with the type clubs, we've gained an ear at the The Contemporary category (1956-1965) is right on its FAA to discuss these issues. We're fortunate to have peo­ heels, with the youngest of its planes firmly in middle age ple working for the FAA, such as Mike Gallagher, who with 36 years under their wheels. The FAA and other agen­ not only understand the issues we're confronted with, cies consider aircraft "old" or an "antique" at 25 years, and but also are actively working with us to help solve the owners of these younger airplanes are also coming to grips problems. We will have more on these subjects in future with the subject of aging aircraft. Aging aircraft are a high­ issues. Let's all pull in the same direction for the good of priority issue at the FAA, and we're not just talking about aviation. Remember, we are better together. Join us and old 727s. Our airplanes and their maintenance and sup­ have it all......

VINTAGE AIRPLANE 1 EAA AIRVENTURE 2001 VAA AWARDS

David Bates Best Custom Class B Gold Lindy Faribault, Minnesota Cessna 140, N773SH Grand Champion-Antique Marty Lochman 1940 Piper J-5A Cub Cruiser, NC329S5 Champion-Replica Newalla, Oklahoma Carl Brasser Vickers Vimy FB27, NX71 MY Brentwood, Tennessee Peter McMillan Best Custom Class C San Francisco, California Piper PA-1S-150, N75SSE Grand Champion-Classic Loren Kopseng Grumman Mallard, NC2950 Champion Golden Age (191S-1927) Bismarck, North Dakota Steve Hamilton Ryan M-1, N2073 Carson City, Nevada Andrew King, Best Custom Class 0 Lovettsville, Virginia Cessna 195, N9S54A Grand Champion-Contemporary Martin Madden Beech 35-B33 Debonair, NS622M Champion-Silver Age (1928-1932) Somis, California James Lynch Fairchild FC-2W2, N13934 Lawton, Oklahoma Greg Herrick Jackson, Wyoming Bronze Lindy Silver Lindy Contemporary Champion Bronze Age (1933-1941) Beech H35, N547SD Spartan Executive, NC17667 Vintage Reserve Grand Larry VanDam Kent Blankenburg Champion-Antique Riverside, California Groveland, California Boeing Stearman E75, N713WW Scott White TEXTRON FINANCIAL AVIATION Champion World War II Era 1943-1945 Orient, Ohio FINANCE DIVISION JUDGING Beech D17S Staggerwing, N9597H SPONSOR'S CHOICE E. P. Wiesner Vintage Reserve Grand Stinson SR-6A, NC15127 Castle Rock, Colorado Champion-Classic Max & Rene Davis Aeronca 11AC Chief, N9526E Waconia, Minnesota Paul Gould Bronze Lindy Sardinia, Ohio Classic Vintage Plaques Vintage Reserve Grand Antique Champion- Contemporary Best Class I (0-80 hp) Piper PA-22-10S Colt, N5549Z Mooney Mite M1S, N4149E Outstanding Customized Aircraft Dennis Beecher Ben Workman Waco ZPF-7, N29962 Martinsburg, Pennsylvania Zanesville, Ohio Leslie Whittlesey Coto De Caza, California Best Class II (81-150 hp) Bronze Lindy Cessna 140, NC2437V Runner-Up Customized Aircraft Antique Michael Midtgaard Boeing Stearman A75J1, N570SN Minneapolis, Minnesota Charles Luigs Bandera, Texas Champion-World War II Military Best Class III (151-235 hp) Trainer or Liaison Aircraft Ryan Navion, N4012K Silver Age (1928-1932) Stearman N2S-3, N131 5N Robert Kane Outstanding Open Cockpit Biplane Douglas Devries Wilton, California Great Lakes 2T-1A, NS41H Redlands, California Cameron Saure Best Class IV 236 hp & up Reynolds, North Dakota Champion-Transport Category Cessna 195, N2134C Boeing S307 Stratoliner, George Dray Outstanding Closed Cockpit Monoplane NC19903-NASM Stratoliner Novato, California Monocoupe, N543W Restoration Crew Robert Coolbaugh Federal Way, Washington Best Custom Class A Manassas, Virginia Taylorcraft, BC-12D, N39911 Champion-Customized Aircraft Lee Bowden Runner-Up Closed Cockpit Monoplane Boeing Stearman E75N1, N3976B Independence, Iowa Curtiss Robin, N263E 2 SEPTEMBER 2001 Glenn Peck David Abrams Outstanding Beech Multiengine Maryland Heights, Missouri Salem, New Hampshire Beech G18S, N933GM Carla Payne Bronze Age (1933-1941) Best Luscombe Fort Worth, Texas Runner-Up Closed Cockpit Monoplane Luscombe 8A, NC45504 Spartan Executive, NC17616 James Zazas Outstanding Cessna 150 Ken & Lorraine Morris, Carthage, North Carolina Cessna 150, N7835E Poplar Grove, Illinois Robert Unternaehrer Best Navion Brunswick, Missouri Outstanding Closed Cockpit Biplane Ryan Navion, N4891 K Waco ZOC-6, NC16203 Charles Stites Outstanding Cessna 170/172/175 Les Cashmere Chapel Hill, North Carolina Cessna 172C, N1499Y McAlester, Oklahoma Randall Hockenberry Ft. Wayne, Indiana Outstanding Open Cockpit Biplane Best Piper J-3 Piper J-3 Cub, NC88113 DeHaviliand Outstanding Cessna 180/182-210 Willard Beatty, Jr. Tiger Moth DH82A, N8879 Cessna 182B, N8407T Holly Springs, North Carolina Michael Williams Roger Schmidt Columbus, Indiana Big Bear Lake, California Best Piper Other Piper PA-18, N160CW World War II Era (1942-1945) Outstanding Piper PA-22 Tri Pacer Charles Wiplinger Runner-Up Closed Cockpit Biplane PA-22 Tri-Pacer, N9508D Height, Minnesota Beechcraft Staggerwing, N1532M Inver Grove Tim Lewis & John Brandon Bob Strunk Jonesboro, Arkansas Union, Kentucky Best Stinson Stinson 108-3, N6355M Outstanding Piper PA-24 Comanche Neil Logerwell PA-24 Comanche, N45MB Vintage Plaques Kent, Washington Kelly Wright Classic Spokane, Washington Best Swift Best Aeronca Champ Swift GC-1 B, N3378K Outstanding Mooney Aeronca Champ, 7 AC, N81585 Jared Smith Mooney, N6402U Wayne Raye Huntington Beach, California Raymond Miller Stockbridge, Georgia Colorado Springs, Colorado Best Taylorcraft Best Beechcraft Taylorcraft BC12D, N96841 Outstanding Limited Production Twin Beech D18S, N213SP Elmer Marting Aircoupe F-1A, N3044G Alan Wright Monona, Iowa Jack Arthur Naples, Florida Des Moines, Iowa Best Limited Production Best Bellanca DeHaviliand Beaver, N34EB Outstanding Custom Class I Single Engine (0-160 hp) Bellanca 14-19, N6563N Paul Oakes Piper PA-22-150, N6043D Charles Shouldis Wasilla, Alaska Rapid City, South Dakota James Douglass Most Unique Kennedyville, Missouri Best Cessna 120/140 Emigh Trojan, N8351 H Cessna 140, N89221 Jerry Petro Outstanding Custom J. Young Williamsburg, Virginia Class III Single Engine (231 hp & higher) Hudson, Wisconsin Piper PA-24, N8071 P Jim Simmons Preservation Nashville, Tennessee Best Cessna 170/180 Aeronca Chief, NC4128E Cessna 170, N4034V Edward Maxwell Outstanding Class IV Multi Engine John Nielsen Louisville, Kentucky Bloomer, W isconsin Piper PA-23, N3187P Michael Luigs Bandera, Texas Best Cessna 190/195 Vintage Plaques Cessna 195B, N195SB Contemporary Scott Boynton Campbell Hall, New York Outstanding Beech Single Engine Bonanza N35, N1397Z Best Ercoupe Richard & Dawn Barnett Ercoupe, N2679 Waldron, Arkansas

VINTAGE AIRPLANE 3 VAANEWS compiled by H.G. Frautschy COVERS

FRONT COVER: Ronnie Cox and Greg Davis of Fort Lauderdale, Florida, cruise above Florida's Gulf Coast waters with their 1962 250 Comanche. EM photo by Jim Koepnick, shot with a Canon EOS1 n equipped with an 80-200 mm lens on 100 ASA Fuji slide film. EM Cessna 210 photo plane flown by Bruce Moore.

BACK COVER: Fay Gillis, Summer '29 is the During EAA AirVenture Oshkosh, the Vintage Aircraft Association and EAA's Government title of Frank Warren's acrylic painting, award­ Services office hosted a meeting with the FAA's Mike Gallagher and Tom McSweeney (right) along with most of the type club representatives who attended the Convention. Aging air­ ed an Excellence ribbon in the 2001 EAA craft issues were the primary topics of discussion . In particular, the thorny issues concerning Sport Aviation Art competition. It depicts a the release of technical information by type certificate holders, and especially the disposition young Fay beside a Curtiss Fledgling at of that same information related to long dormant type certificates was discussed. As pointed Garden City, Long Island, in August 1929. A out by Gallagher, the FAA cannot legally release information unless the type certificate has been surrendered. month later she was forced to bailout of a Also discussed was the ongoing process of Airworthiness Concern Sheets (ACS), and the Fledgling, becoming the second female mem­ general consensus was that the program is working well to head off potential ber of the "Caterpillar Club." Fay was a char­ Airworthiness Directives. Both Gallagher and McSweeney pointed out that only half of the ter member of the "99s."Frank Warren can be ACS' issued during 2001 had become Airworthiness Directives. In previous years, they all reached at [email protected] or by calling would have become ADs. An ACS issued on the spring steel main landing gear installed on older Cessnas was the 805/967-5473. subject of another meeting hosted by EAA's Government Programs specialist Randy Hansen and the Cessna Pilots Association President John Frank. The meeting was intended to gather firsthand information about any difficulties being experienced with the gear by owner/opera­ SPORT PI LOT: tors. It was their opinion that the difficulties highlighted by the FAA's sheet were the result of operations outside of what was considered normal, and that the issue could be properly ALMOST READY FOR NPRM? dealt with by adherence to a Cessna service bulletin. EAA and the Cessna Pilot's Association EAA President Tom Poberezny has used input from that meeting to help formulate the response to the ACS. written to FAA Administrator Jane Garvey and U.S. Secretary of Trans­ garding increased safety and im­ portation Norman Mineta asking for proved economy of recreational their personal intervention to expedite aviation. (You can read Tom's letters the return of the proposed sport pilot on the EAA sport pilot website at package back to the FAA, one of the www.sportpi/ot.org.) many steps in the process headed to­ The proposed sport pilot rule has the wards the publication of a Notice of potential to impact many vintage air­ Proposed Rulemaking (NPRM). plane owner/operators, who may be Tom wrote, "Over the last eight able to operate their aircraft under a years, a tremendous volume of new set of rules. For more detailed in­ work-by both the government and fonnation, you can read "Sport Pilot For the private sector-has gone into the Vintage Airman" in the June issue moving this complex regulatory of Vintage Airplane, or you can read it package to its current status. We re­ online at www.vintageaircra(t.org ...... quest that you keep the same level of emphasis on completing the final Volunteers make the world of EAA and VAA happen, and one of this year's enhancements to steps to publication by facilitating the vintage area was the installation of a new windsock frame and sock. Behind the scenes in every opportunity for expeditious EAA's workshops a number of volunteers spend their summers helping us spruce up the handling by the Office of Manage­ place, and Barb Lowell was kind enough to sew up the new bright red windsock featured in the August issue. Barb and her husband John have been coming to EAA to volunteer for ment and Budget." more than eight years. They hail from Bulverde, Texas. After their arrival in May, Barb and Tom reiterated EAA's appreciation her fellow volunteers in the sewing room repair the flags and banners that decorate the EAA for DOT's and FAA's "public com­ grounds, and sewing replacement wind socks. Later (n the summer, they help decorate the EAA grounds by planting thousands of flowers on the convention grounds. Our thanks to mitment and acknowledgement of Barb and the many others who spend their summers helping us here at EAA and VAA! [sport pilot's] positive impact" re­ 4 SEPTEMBER 2001 VAAAEROMAIL

"Vintage Aircraft Markings" Comments

Your article on markings is very tion as an aircraft built at least 30 During the judging process, all mark­ good ... and needed, I might add. We years ago ... ," in other words, a ings on the aircraft, both the run into these issues all the time. replica. registration numbers and smaller plac­ Mostly with FAA inspectors, oddly Hope this is helpful. I'm probably ards and decals, are judged on their enough, who don't run into an­ preaching to the choir here, as you authenticity. The guidelines published tiques all that often. I thought I'd always publish inSightful comment for use by EAA/VAA judges stress that highlight a couple of points that on the FARs. concept. Here's what the guidelines may also be worthy of mention. Roy Redman (VAA 777) have to say: Many owners confuse the use of Faribault, Minnesota the "c" or "R" or "X" on their air­ "I. FORWARD planes with use on the registrations " ... Throughout these standards or other permanent records such as I have just finished reading "Vin­ will be found the one concept that re­ 337s. The regulation refers to "dis­ tage Aircraft Markings" and would flects the opinion of the majority of play" on the aircraft, but no other like to make this comment. The FAA those individuals contacted during the use. And the FAA continues to use is not judging our airplanes. I have development of these guidelines. That the common N number without the judged EAA aircraft at our local fly­ concept is authenticity. The standards additional letter on all documents. ins for more than a decade, although are constructed to encourage the indi­ Sometimes a registration will pass not at Oshkosh. All of the informa­ vidual to complete and maintain a with the extra letter, but usually tion I have or have seen concerning 'factory fresh' aircraft. If the individ­ they will request that it be drafted judging stresses authenticity. Over ual's desire is to deviate from this goal without. the years I have rebuilt several air­ for personal whim, or other reasons, Note paragraph 45.22(b), the part craft that are now antiques. It the 'cost ofnot conforming to pure au­ that says "may be operated without distresses me greatly to see a beauti­ thenticity is known in advance.' A displaying marks in accordance with fully restored aircraft and then have portion of the guidelines pertain[s] to paragraphs 45.21 and 45.23 through the restorer take a shortcut and put the documentation ofauthenticity as 45.33 if:" (then it goes on to detail on "modern" numbers. This is not it relates to the aircraft. The exhibitor the display of the "C," "R," "X," authentic as the aircraft did not is encouraged to prove the authenticity "L," etc.). What this means is, if the come out of the factory this way. If I with pictures, letters, factory specifica­ aircraft is experimental, for instance, inspect the airplane, you can be sure tions, or any of the means which will the 2-inch high (or more) EXPERI­ that I will go over it minutely and alleviate the need for 'judge's opinion' MENTAL placard need not be nitpick. I would suggest that in fu­ in determining authenticity. " displayed. This is the one the in­ ture gUidelines to judges that spectors always miss. They go right authenticity be again stressed. I For the complete text ofEAA 's Judg­ for the cabin, entry, or passenger wouldn't go so far as to require ing Standards manual, you can buy a cockpit and look for the EXPERI­ Grade A cotton, although this, of copy by calling EAA Membership Ser­ MENTAL billboard. Not having to course, is what was probably origi­ vices at 800/843-3612 or you can view put this on the airplane is a real plus nally used. the pages on EAA 's website at for an owner with an aircraft that John Beebe (VAA 19313) www.airventure.org/ 200l/judging/. has".. . the same external configura­ White Stone, Virginia -H.G. Frautschy ....

VINTAGE AIRPLANE 5 AMIR

Originally published in the September 1924 issue of The Wide World Magazine.

BY JAM~S W HI TTA H~R ILLUSTRAT~D BY F.E. HIL~Y

n February 17th last, at Ellington Field, Houston, OTexas, Gates' "Flying Circus," a well-known American company of "stunt" flyers, was giving an exhibi­ tion for the benefit of the Thirty-sixth Division Air Service of the American Army. One of the scheduled items was a daring para­ chute descent by a y~:)Ung chorus girl, Rosalie Gordon. It was not the first time she had essayed the feat, having worked with the Gates' Circus on the Pacific coast the previous year. Dressed in a white satin pilot's spected the harness about her waist the supporting ropes was attached, uniform, with little red buttons, she to see that it was properly adjusted, had caught on a rod projecting from ascended in a plane driven by Clyde and then jumped off into space. the landing gear. From this fixture Pangborn, one of the Circus' finest For a dozen feet or so she dropped Miss Gordon now swung helplessly pilots. Behind her in the rear cockpit headlong, momentarily expecting above the heads of the crowd. sat Milton Girton, who was to assist the canopy of the parachute to open It was a fearful predicament. Un­ her in her preparations for the leap. as usual and check her swift descent. able to crawl back or to free the It had rained in the morning; the Instead, she suddenly felt a terrific parachute, it seemed that certain sky was full of low-lying clouds; and jerk and found that she was hanging death awaited the poor girl. As long at two thousand feet it was decided suspended underneath the aero­ as the petrol lasted, she was compar­ that she should make her leap. The plane, trailing after it at the end of atively safe-unless she became parachute was in a container tied to the ropes attached to the harness detached and the parachute still the landing gear of the plane with a about her waist. Her light weight was failed to open-but once the plane short rope; another rope connected not enough to spring the trap of the was forced to land she would in­ the parachute with the girl, who parachute, and a ring at the edge of eVitably be dragged to death beneath stepped coolly out onto the wing, in­ the canvas canopy, to which one of it. Unless she could somehow be got 6 SEPTEMBER 2001 back onto the plane, nothing could INSTINCTIV~LY Just when it seemed that the two save her. PANGBORN AND machines must become locked in a Below, the crowd of five thousand death grip, which would send both people looked on for a while uncom­ of them hurtling to destruction, THOMPSON R~AD prehendingly. To them it was, at Lund stretched out a hand, grasped a present, all part of the show, but the WHAT WAS IN ON~ strut on Pangborn's plane, and leapt personnel of the Circus and the other across the gulf. For an instant he practical aviators on the ground real­ ANOTH~R'S MINDS. AND swayed, slid, almost fell, and then a ized only too well the tragedy that great shout went up: "He's done it! was threatening. Orders rang out, SOON TH~ TWO He's done it!" sharp and decisive, and half-a-dozen It was a wonderful effort. Usually planes took to the air, circling vainly MACHIN~S W~R~ this change from plane to plane, per­ about the swinging girl in an at­ ilous enough at the best of times, is tempt to solve the problem. The SAILING SID~-BY-SID[, only attempted with nonskid strips onlookers began to understand that on the wings and rubber shoes on something was seriously amiss. WING ALMOST the feet of the aviator. Lund made it Planes of the type used-this one with slippery leather-soled boots on was equipped with a 180 hp Hisso TOUCHING WING. wings like shining glass. motor-land at express speed. Thirty Only he knew how near he was to miles an hour is the minimum, that one of the most daring feats failure; as a matter of fact his feet slid which meant that Rosalie would be ever attempted was to be put into away beneath him, but he clung to dashed to pieces and her body man­ operation to save the apparently the strut with all his strength and so gled beneath the tailskid directly as doomed girl. saved himself. A white-faced man the machine came down. As it was, Presently Thompson came to down below dropped his field glasses the anxious Pangborn having earth, and into his plane climbed and gasped. swooped earthwards to let those be­ Freddy Lund, a former member of "It's a miracle!" he said solemnly. low see her predicament, the helpless the Circus, but now in commercial But the rescue was far from being girl hung perilously near the rough life. Up toward Pangborn's machine, accomplished yet. Recovering him­ ground. with that helpless figure dangling be­ self, Lund scrambled into the Plane after plane, with men lying neath it, Thompson's aeroplane shot cockpit, and then out of that and out along the wing surfaces knife in until it was flying close below. Lund, down onto the landing gear, where hand, hoping to cut her loose if pos­ climbing out on the upper wing, Girton was still continuing his vain sible, swept past Pangborn's reached frantically up in an effort to efforts to haul the girl up. Together machine, risking imminent collision. grasp Rosalie's feet in the hope that they heaved and strained at the rope, All of them, however, failed, as did their combined weight would release but it was quickly seen from below the frantic efforts of Girton himself, the catch of the parachute and let that their combined efforts were in­ who crawled out onto the landing them both down to safety. But the sufficient, and a groan broke from gear and for half an hour battled des­ bumpy rise and fall of the planes the crowd when Lund was seen labo­ perately to pull the girl up to a perch made the maneuver impossible, and riously climbing back into the on the axle and comparative safety. it was speedily evident that another cockpit. But a previous hour of daredevil and even more desperate method "They've failed! They've failed!" "stunts" had weakened him, and he would have to be tried if the girl was The cry went up. found his strength insufficient for to be saved. It certainly seemed so, and mat­ the task. Instinctively Pangborn and ters looked grave, for the anxious Then it was that Thompson, one Thompson read what was in one an­ officials of the Circus knew that the of the would-be rescuers, swooped other's minds, and soon the two sands of time were fast running out ground wards with his plane. Some­ machines were sailing side-by-side, in another direction. The petrol sup­ thing white fluttered from his wing almost touching wing. Then ply carried by the plane was limited. machine as he rose again with a roar. Lund swung himself down a stage Once it was exhausted, and landing An official picked the object up-a lower, and the crowd below gasped. was imperative, in which case noth­ piece of cardboard on which was the Hundreds of binoculars showed what ing could save the girl if she scribbled message: "Send Freddy up was to be attempted, and men and remained in her present position. with a rope. Will pick him up. He women sank on their knees and Many of the offiCials, in fact, were can help pull her Up." prayed openly that the fearless men convinced that she was as good as It was cryptic enough to the unini­ aloft might be able to carry out their dead already. tiated, but those who knew realized purpose. Not so Pangborn and Lund, how-

VINTAGE AIRPLANE 7 After the ordeal. Rosalie Gordon is seen in the centre, with Lund, who rescued her, on the right. The two other aviators are Pangborn and Thompson.

came to earth in perfect fashion. The onlookers, released from the restraint of their pent-up emotions, at once surged wildly forward on to the ground, but mounted attendants and armed police drove them back, and an ambulance came dashing up with screeching horn. From underneath the plane crawled three disheveled but almost unhurt figures. The two aviators had taken the slight shock of a perfect landing on their broad backs, and they rose to their feet stiffly, specks of blood on their faces and wrists from cuts caused by the rope from which Rosalie Gordon had been sus­ pended. Daredevil flyers though they were, both they and Pangborn showed the strain of the last half­ hour. All of them were white-faced ever. A few shouted words between for nothing more could be done. and trembling. them, and then Lund took over the Once more Pangborn changed "I was afraid the petrol would give controls while Pangborn descended places with Lund, while Miss Gor­ out!" said Pangborn. "I kept circling the frail under-rigging supports and don clung to the axle in a over a little lake out there; I thought joined the indefatigable Girton on half-fainting condition. Considering that if we were forced to land it the landing gear. the fearful mental strain she had un­ would be better than the ground." Pangborn was slight of build but dergone, her demeanor had been He walked over and measured the marvelously strong; an open-air life admirable; she had followed the spirit in his tank, and his face was and constant exercise had given him men's attempts to rescue her coolly eloquent. He had just three minutes' sinews of steel. Crooking one leg and intelligently and had done supply left! over the axle and hanging on with everything she could to help them. At first the little actress laughed one hand, he slipped the other foot It was no wonder that the reaction hysterically, but when a friend, Es­ down and got a toehold under the was now making itself felt. ther Gray, rushed up to her and girl's belt. Immediately she clasped Unfamiliar as he was with the embraced her, she broke down and him round the leg and, with Girton controls of the plane, Lund preferred cried. carrying out a similar maneuver, she the more dangerous job of holding So ended one of the biggest thrills was slowly raised until both men Miss Gordon on the landing gear to and one of the finest exhibitions of could reach her with their free the task of attempting to land. So, heroism in the history of aviation. hands. A mighty heave, and they (swarming down), he took his placed Few flying men possess sufficient hauled her into comparative safety beside her while the pilot dropped skill to carry out the work of the res­ on the axle-a wooden crosspiece earthward in slow, wide circles. cue accomplished by Pangborn, three inches wide between the land­ The management, fearing an acci­ Lund, and Girton-fewer still, per­ ing wheels. One says "comparative dent when the landing was made, haps, would have had the courage to safety" advisedly. There was little sent a motorcar out onto the field in attempt it...... more than three feet of clearance be­ case the three people clinging to the tween the axle and the base of the gear might prefer to try and drop Seven years later Clyde Pangborn plane, and it was still a tossup into it as it ran along under the would be world famous for being whether, through the "give" of the plane. Pangborn, however, perhaps the pilot on the first nonstop cross­ springs in landing, anyone on the wisely, preferred the risks of a regu­ ing of the Pacific, but in 1924 his axle would not be crushed. It was a lar landing, and in a final long cool head helped save a young lady parachutist from certain death. risk that had to be taken, however, swoop he swept over the grass and 8 SEPTEMBER 2001 • Irs

bicycle to school every day, rain, MOST AVIATORS VIVIDLY REMEMBER snow, or shine. Then, to get to work after school I rode it to the airport. I THEIR FIRST AIRPLANE RIDE AND CHERISH did all the dirty work: sweeping out THAT FOND MEMORY. the hangar and shop, gassing and oil­ ing airplanes, and washing and AND THOSE OF US WHO HAVE BEEN hand-propping airplanes when neces­ sary. Some were as big as Pratt & FORTUNATE ENOUGH TO OWN OUR OWN Whitney R-985s. I also helped out in the shop with repairs, rib stitching, AIRPLANE REMEMBER THAT IN VIVID and doping. Later that month I was on a bus rid­ DETAIL AS WELL. By Ev CASSAGNERES ing from New Haven to my home in Westville, a suburb of New Haven. As e remember how we found we headed out Edgewood Avenue I it and the details of that happened to look out the window on W first step in our aviation the right side and nearly went nuts life. Perhaps that purchase was made with excitement at what I saw. It was under unique circumstances, not in the yard of the Acme Auto Top simply by writing a check. You may Company. find the story of my "first airplane" As soon as I got home I jumped similar to yours, you may find it just onto my bicycle and rode back to see plain interesting, or you may be start­ that airplane at Acme. When [ met the ing that search. owner, Steve, he said he wanted to sell This story begins shortly after Au­ it for $80. He showed me the wings, gust 14,1945, V] Day, the end of World tail surfaces, and prop, which were in­ War II. On September 27, that same side the building. year, I applied for and was hired as a The airplane was a 1929 Com­ line boy for Reynolds Flying Service at mand-Aire 3C-3T, serial number the New Haven Municipal Airport, 614, registration number NC901E. It near New Haven, Connecticut. had a Curtiss OX-5 engine, serial I was in high school (Hillhouse number 2116. High) at that time and would ride my The wings had silver fabric, the

VINTAGE AIRPLANE 9 to get it home, about 5 miles. My friend Phil came to the rescue again. You see, my own parents never did own a car or have driver's licenses. Phil had the use of his fa­ ther's 1937 Plymouth four-door car. So we tied the tailskid in the trunk with clothesline rope, and put the wings on the roof, secured with ropes tied all over the place. We started out to drive the 5 miles to my house in Westville. Well, two young sporty guys could­ n't just go straight there, and that would be that, could they? We real­ ized that the local high school was due out at 2:30 in the afternoon. So These two shots are from the we just happened to "detour" with collection of Shelby Hagberg and are of the very ship for­ all of this interesting cargo over merly owned by then 17-year­ some hills to the school, and we got old Ev Cassagneres. It's a 1929 there just as the students were get­ Command-Aire 3C-3T, NC901 E, serial number 614. Taken at ting out. Many we knew, and of Curtiss Field on Long Island, course we directed our attention New York. The airplane was mainly to the girls. "So what's the painted with silver wings and horizontal tail surface and a story?" they would ask, and that was red fuselage and rudder. all we needed. We, ahem, had just flown down from some exotic place fuselage was red, and the tail sur­ could not seem to raise enough in northern Canada and planned on faces were silver. I was absolutely cash to satisfy the airplane owner, rebuilding the airplane for some thrilled to just touch it. I was only so we lost out on the deal, and he other exotic adventure. It was amaz­ 17 years old and wondered how in kept the 15 bucks. Of course, we ing how convincing we could be and the world I would ever come up were devastated. how gullible they were. We did all of with $80 for the airplane. It was In the meantime a local affluent this while wearing an old pair of gog­ beautiful, even though it most likely gentleman, who also collected an­ gles and a helmet, and with needed a complete rebuild to air­ tique automobiles, managed to mischievous faces they still believed worthy condition. As partial purchase the Command-Aire. He us, so we let it go at that. We laughed payment for my work as a line boy, had it moved out in the country, in all the way home. I had been taking dual instruction the town of Bethany. It sat there, out The airplane sat in my backyard in a Piper J-3C65. I wondered if I in a field, with the wings laid out in the rest of the winter as I worked on could even fly this airplane. the grass of an open field, deteriorat­ it, although I really did not know At about this time I was also get­ ing in the elements. Occasionally I what I was doing. I did get the en­ ting into serious bicycle racing would cycle out there to look at it, gine running a couple of times. The through my friend Phil Kittredge, touch it, and dream or fantasize. sound and smell was exciting, like a who was already the Connecticut On January 21, 1946, the new concert orchestra to me. My parents State Junior Champion. He was not owner, who knew who I was and gave me a lot of encouragement and a pilot but agreed to be a partner in that I was interested in the airplane, enjoyed my project. this endeavor. Between us we came called me and asked if I was still in­ However, my enthusiasm and fan­ up with $15 as a down payment, terested. He said he would sell it on a tasy of flight were not to last very which we gave to Steve with a trade basis. Needless to say, I would long. We lived on the third floor of a promise to get the rest as soon as come up with something. three-family house, and the landlord we could. I happened to have a French-built was not at all happy over this "kid" I went to work setting pins in lo­ "Automoto" bicycle that I was quite having an airplane in the backyard cal bowling alleys and did some fond of, but would be willing to part of our neighborhood. So, it had to caddying at Yale Golf Course, near with. It was worth about $80, so we go. What to do? We did not own a where I lived, both good jobs for a did an even swap. Now I had to find car, so no garage was available, and I teenager at that time. Phil and I a place to put it and figure out a way could not find any other suitable 10 SEPTEMBER 2001 This shot, taken at Curtiss Field as well, clearly shows the split-axle landing gear and Fokker D.vll-styled wing center section, as designed by famed aero engineer Albert Voellmecke. place for it. So, the bottom line was have it as a memento, in addition to In closing, I can say that if one simple-I had to sell it. And I never a section of wing fabric with the wants to fly bad enough, one will even took a picture of it, nor did any black number NC901E on it. find a way. It is a healthy disease of the neighbors. So what became of that old air­ that can be most appreciated as you A schoolmate of mine by the plane? Billy went into the Navy, feel the wind in your face up in the name of Billy Gilbert, also a stu­ and his parents eventually sold the air over our beautiful countryside. dent pilot, showed some interest, ship to a local junk and scrap dealer, What else do I do now for fun? and he lived in the town of who was mainly interested in the My new book, The Untold Story of Bethany. That town had a grass OX engine. That was the end of it. I The Spirit OfSt. Louis, will be out runway airport, and it was one of searched many years later, but it next year, 2002, the 75th anniver­ the oldest airports in New Eng­ was gone. sary of Lindbergh's epic flight. This land, where supposedly American Years later I came across many book has been a labor of love for Airlines got started. Famous avia­ Command-Aire photographs, and decades, and it will be published by tors had flown out of there, names the ones shown with this article are Historic Aviation Books. such as Bert Acosta, Clarence all I have of that fond memory. When that is done I plan to write Chamberlin, Guss Graff, Jack Sometime after that I owned a the history of Command-Aire and Tweed, Franklin T. "Hank" Kurt, 1941 Waco UPF-7, which I made also some Connecticut aviation his­ Bob Noorduyn (Norseman), and my first dollar with by towing signs tory. In particular, I'm going to Batch Pond (Pond Creams). (The allover the place out of the document the stories of the Cairns Bethany airport managed to stay in Bethany airport, and then a 1936 airplane, the Kimball "Beetle" seven­ existence until the early 1980s.) Ryan ST, and now I have a 1953 cylinder aircraft radial engine, the On May 29,1946, Billy Gilbert Cessna 170B, which I fly often (my Scorpion aircraft engine, the Bristol came to the house with a farm rack first closed-in type). gliders that were manufactured on truck and $30, loaded up the air­ Sometimes for old times' sake r Edgewood Avenue near the Acme plane, and drove away. That was the will fly the 170 with helmet and Auto Top Company (see story), and last time I saw it, as rstood there and goggles and white scarf and the win­ the Bourdon- and Viking-built "Kitty cried. However, I had hidden the dows open. See, one never loses the Hawk" airplanes. propeller in our basement and still thrill of real flight. After that I "may" retire...... VINTAGE AIRPLANE 11 TYPE CLUB

Some Thoughts on Restoration and Airworthiness Originally appeared in Waco World News, Vol. I, No. 36, MaylJune 2001 by Robert G. Lock

Restoring an airplane is a lot like experimental, "R" for restricted, Another bit of information criti­ flying-hours and hours of some­ and "L" for limited were adopted. cal to certification is that there were times boring work separated by a Design requirements needed for an no permanent airworthiness certifi­ few moments of stark terror. As one ATC were contained in Aeronautics cates in the old days. A approaches the end of a restoration Bulletin 7, later 7A. ATCs were num­ representative of the government project, there comes a time for certi­ bered sequentially beginning with 1 re-certificated the airplane annu­ fication by the FAA, unless the and ending with 817 (a new ATC ally, and a new airworthiness airplane has a permanent airworthi­ numbering system was introduced certificate was issued. The paper­ ness certificate. Receiving that after number 817). The certificating work file in Washington, D.C., all-important permanent standard of pilots and, later, mechanics became immense. There was a file airworthiness certificate is the final closely followed as the government folder for each registered aircraft, objective. This article will give some tried to regulate the beginning of and all hard copy paperwork was background on past certification the aviation industry. meticulously maintained. Even procedures, especially for airplanes Obtaining an ATC to manufac­ telegrams were retained! that go back to the beginning of ture and sell an airplane was costly, Each file folder was a complete government rules and regulations. even in the early days. Group 2 ap­ diary of the airplane, from owners Government's entry into avia­ provals were awarded to a person or to inspections and repairs. Some of tion essentially began with the company when only a limited num­ this data is available today on mi­ creation of the Aeronautics Branch ber of aircraft were to be built, either crofiche. For most all aircraft, the of the Department of Commerce. as a new design or as a modification original hard copy files have been Near the top of the agenda of the of an existing airplane being manu­ placed on microfiche, and then the new bureaucracy was the certificat­ factured under an ATe. The Group hard copy fi les were destroyed. I ing of airplanes, pilots, and, 2 approvals were cheaper and easier have seen original files that are still eventually, mechanics. Approved to obtain, but design and manufac­ stored in Suitland, Maryland. Most type certificates (ATC) began in ture were equivalent to approved of those files are not on microfiche. March 1927 and continue to this type certificates. ATC data is also known as type day. Registration numbers were re­ An important item to remember design data. Type design data can quired and were painted on the is that if an airplane was designed be found in the Aircraft Listing, En­ wings and tail. The Roman capital to Aeronautics Bulletin 7 or 7A, it still gine Listing, and Propell er Listing letter "N," denoting registration in must meet those requirements to­ (for fewer than SO airplanes regis­ the United States, followed by the day. So, for some restorers, a copy tered) and in the Aircraft, Engine, letter "C" for commercial, "X" for of this manual is helpful. and Propeller Specification Sheets 12 SEPTEMBER 2001 for the "middle-aged" aircraft. craft and engine (A&E) mechanics cation and prove that the airplane For airplanes of this vintage, this that were hand selected by local conforms to its type certificate. is the only source of data for the re­ CAA maintenance inspectors. The Sometimes this is very difficult. Es­ storer. If you're really lucky, there airworthiness certificate was still is­ pecially if the original type design may be copies of original factory sued every year, but in the data is incomplete or missing. I drawings available as a valuable mid-1950s, about the time that the have seen file cabinets in FAA head­ supplement. However, most of the Federal Aviation Agency (FAA) came quarters with drawers containing factory drawings for many antique to power, things began to change type design data. Just like Joe Jupt­ aircraft have been destroyed. Fortu­ for airworthiness certificates. They ner's U.S. Civil Aircraft books, each nately for Waco restorers, factory became permanent. The aircraft drawer had a folder with the ATC drawings are available. Drawings could be re-certificated every year number on top. Some of the folders are invaluable when restoring old by a DAMI, and later by an FAA air­ contained data, while some were airplanes. I searched for the Com­ frame and powerplant (A&P) empty. When the folder was empty, mand-Aire drawings, but mechanic who holds an inspection the FAA had no type design data determined that they had all been authorization (IA). So today, the other than data that was published destroyed. However, in my search I A&P with IA can return to service in Aircraft, Engine, and Propeller did locate some valuable type de­ annual inspections, many major re­ Listing, which is not very much. sign data from a most unusual pairs, and some major alterations. For the coveted permanent air­ source, which might be fuel for an­ Congress created the Federal Avi­ worthiness certificate, an FAA other story. ation Agency in 1958. Soon after representative will conduct a con­

In the mid 1930s the aviation in­ the word II Agency" was dropped in formity inspection. The basis for dustry continued to grow. By an act favor of II Administration." And the inspection could be one or of Congress the government cre­ government control and bureau­ more of the following: FAA Air­ ated the Civil Aeronautics cracy continued to grow ever larger. craft, Engine, and Propeller Listing Administration (CAA). The CAA While we are on the subject of or Specification Sheets, microfiche took regulations created by the the FAA, perhaps an easy method to of original aircraft records contain­ Aeronautics Branch of the Depart­ distinguish differences between ma­ ing airworthiness and registration ment of Commerce and expanded jor repairs and major alterations is data, factory drawings (if available), its bureaucratic role in aviation. It to apply the following: and aircraft and engine operating created Civil Aviation Regulations If the repair returns the aircraft limitations. (CAR) and Civil Aviation Manuals to its original type certificate, af­ In addition, current weight and (CAM). Requirements of approved fects airworthiness, and cannot be balance calculations with critical type were now contained in the done using elementary techniques, forward and aft loading (if re­ CARs. CAR 3 was certification for then it is a major repair. quired), a loading schedule (if small aircraft. Also to appear was If the repair (or modification) al­ required), and appropriate placard­ the "mechanics bible," CAM 18, ters conformity to the original ing must be included. A list of which spelled out requirements for type design data, then it is a major required, optional, and special major repairs to aircraft. This publi­ alteration. equipment must accompany the cation evolved into the present FAA If an A&P mechanic cannot ap­ weight and balance data. And lastly, Advisory Circulars AC43.13-1B and­ prove a major repair or major FAA Form 337 (Major Repair & Ma­ 2B, which give data on major alteration, then a "field approval" jor Alteration) must be completed repairs and alterations. by an FAA maintenance inspector by the supervising A&P/IA. Aircraft The annual re-certificating of air­ must be obtained. Sometimes this is and engine logbooks must have ap­ craft was still required, and a new more complicated than can be propriate entries made, and airworthiness certificate was given imagined. Maybe a future story on registration data must be shown. to the owner after the airplane was FAA field approvals would prove in­ After many months (or should I say approved for return to service. As teresting. years) of restoration work, perhaps the workload increased, a new If an aircraft has never had a per­ that small piece of paper that says method of certificating was created. manent airworthiness certificate, PERMANENT AIRWORTHINESS DeSignated aircraft maintenance in­ then one must be obtained. Here CERTIFICATE-STANDARD is now spectors (DAM I) were selected to again, the FAA issues this certifi­ in your hand. Categories of the air­ take over the re-certificating duties. cate. To obtain that treasured piece worthiness certificate are NORMAL, These were well-experienced air­ of paper, you must fill out an appli­ UTILITY and ACROBATIC. ....

VINTAGE AIRPLANE 13

Mike Sleineke eah, we'll just strip it Y and paint it. Shouldn't take more than a month. That's what Ronnie Cox and Greg Davis of Ft. Lauderdale, Florida, said about their 1962 250 Comanche. Sound familiar? That kind of com­ ment is right up there with, "We'll just clean up a few of the instru­ ments," or "Gee, wouldn't it look better with a new windshield?" Not once in the history of vin­ tage/conternporary airplanes has anyone: 1. Removed just one part, painted it, and put it right back on without removing a bunch more first. 2. Started to do just one restoration operation, e.g. re-bush the landing gear, and done only that one thing. 3. Taken an engine off, overhauled it, and put it back on, without redo­ ing everything in sight. 4. Reupholstered just the front seats and stopped there. You get the picture. Airplanes are a lot like tar babies, and once you get your fingers into them, they generally The 2S0-hp six-cylinder Lycoming gives the Comanche Bonanza-rivaling speed (a cruise of 161 suck you in right up to your navel to 181 mph) and a useful load carrying capacity of up to 1,200 pounds. and don't let you go until there's nothing left to do. Ronnie and Greg were both look­ ing for a serious cross-country airplane they could use to run from Florida up to Ronnie's summer house in the Michigan islands. Ronnie had owned three Comanches in the past, so that was his bird of choice. For Greg it would be his first airplane ownership. Ronnie had a long history of air­ plane ownership and involvement because his dad was heavily involved in aircraft and used to fly him all over the country. Plus, he owned a long string of airplanes including a PT-19 and " ... a bunch of Pipers, including Tri-Pacers, Pacers, and such." Ronnie started flying, while he Updated radios and a refurbished interior make the Comanche a comfortable cross-country was still based in Ohio, in the 1960s, speedster.

16 SEPTEMBER 2001 and his wife and son learned to this guy on the other try airplane that" ...could carry two fly from the same CFI who side of the field." Ronnie guys, 120 gallons of gas, and our bag­ taught both his father and laughed when he said this, in­ gage." Enter the Comanche. him to fly. dicating something was coming. They ran into the airplane in Au­ Cox, an elec­ "We walked in with the original gust 1992, and ".. .it was a really sad trical engineer doubler in our hand, which was a lit­ example of the breed, but the price by training, had tle crude, and showed it to Greg. This was right and the sheet metal looked started his own en­ was the first time I'd laid eyes on good. Also, it had no corrosion." gineering business years ago and even him," Ronnie said. Then they started comparing the worked a Seneca II into it for corpo­ "He looked at the doubler, threw it logbooks to the actual airplane and rate transportation, so by the time the down, and said, 'No, I can't make found that someone had a fanciful 1962 Comanche entered thei r lives, something like this.' I thought he was imagination when it came to the defi­ he had 5,500 hours of flying time. He joking or something. Then he said, 'If nition of airworthiness directive (AD) recently sought a change in career I make it, it'll be better than that.' compliance. "The Comanche has a and sold his business to fly for a com­ Greg can be a little cantankerous," bunch of fairly serious, and expen­ muter airline. and Ronnie Cox laughed again. sive, ADs," Ronnie pointed out. "Over Ronnie also had a business build­ Greg Davis has run Davis Aircraft the years, someone had been signing ing engines for drag racers that Greg Services in Ft. Lauderdale since 1985, off the ADs, but not doing them." As said, " ... really helped, because Ron­ and he specializes in doing structural they put it, the airplane had about 25 nie just has a feel for what has to be repairs on corporate airplanes. As years of "pencil maintenance." done to a machine mechanically to such, he has developed both the facil­ "We found a perfect example of make it right." ity and ability to do practically how well this airplane was main­ Cox enjoyed rebuilding airplanes anything with sheet metal. So, be­ tained when we replaced the tires. almost from the beginning, and his tween Ronnie's mechanical ability One of the tubes was dated 1962 and total restoration of a Cessna 140 won and Greg's feeling for sheet metal, had been on the airplane since it was a Lindy Award as recognition that he there was practically nothing they built!" Greg said. was a hands-on kind of guy who couldn't do to a little airplane. The airplane had also been landed farmed out as little of his airplane re­ "I had been part of an RV-4 build­ gear-up at some point in its career. building projects as possible. ing project, but got out of it because I Again, the previous keepers of the However, it was in looking for a little was just too busy flying a friend's Pitts logs didn't see fit to mention this lit­ help while his son and he were re­ S-2B," Greg explained. "He said I tle incident. "There were a bunch of building his son's Cessna 120 (which could fly it as much as I wanted, so I scab patches on the belly we had to also won a Lindy) that he met Greg started competing, and between that get rid of, and we put new gear doors Davis. and work, I didn't really have the on it." "We needed to have some alu­ time to own my own airplane." Their approach to the sheet metal minum bent to make up a new spar There was something about the was simple: If a panel needed a repair, doubler for the 120," Ronnie said, chemistry between the two men that they would just replace the panel. "and someone suggested we contact prompted them to want a cross-coun­ "We re-skinned part of the turtledeck

VINTAGE AIRPLANE 17 WHAT OUR MEMBERS ARE RESTORING by H.G. Frautschy and Norm Petersen

CHAMPION 7GCB

Posed in the afternoon sunshine of Sky Harbor Airport in Duluth, Minnesota, is a beautiful 1962 Champion 7GCB, N9912Y, serial number 7GCB-133, mounted on an immaculate set of PK­ 1800 floats. Recently re-covered and painted by veteran mechanic Don Macor (VAA 28788) of Duluth, Minnesota, this particular aircraft is quite rare in that it has only 706 hours total time on airframe and engine, has a factory original outside baggage compartment door, and is one of only six 7GCBs remaining on the U.S. Register. In addition, during its entire 39­ year lifespan, only one authorized inspector's name is in the aircraft log­ books-Don Macor! Don reports the airframe was in very good shape with only minor surface rust on a few places. The covering is Ceconite 101 with bu­ AERONCA 7DC tyrate dope in Daytona white, Miami blue, and black trim. Note the seaplane Sitting on the grass at Lee Bottom Airport near Louisville, Kentucky, Mark auxiliary fins on the stabilizers, necessary and Wendie Paszkiewicz's (VAA 580997) 1946 Aeronca 7DC is ready for a with the added mass of the floats ahead flight in the warm hazy skies along the Ohio River. First delivered as a 7AC of the CG. to a Phoenix, Arizona, flight school in 1946, with the installation of a Con­ Unusual to this model of 150 hp tinental 85-hp engine it became an Aeronca 7De. Partially restored when Champion is the outside baggage door on they bought the project, Mark and Wendie couldn't resist rebuilding some the right side of the fuselage, seen here in parts. Now they fly the Champ around to local fly-ins and just have fun in it the open position and ready for access to after work! the baggage compartment.

VINTAGE AIRPLANE 19 because we removed cause this is the way the beacon. It takes al­ they like to see an air­ most as long to patch plane and the sup­ the hole correctly as it porting paperwork does to replace the en­ done." Seems like tire panel, and then there's a lesson for the you don't have that rest of us in there ugly patch up there." somewhere. The same thing Ronnie Cox said, held true for the cowl­ "The Comanche is a ing, which they say is great airplane, but like a weak point in a Co­ all airplanes, if it needs manche. Building a extensive work, it can new one consumed be really expensive if an enormous amount you don't do it your­ of time. self. There's an old "Comanche control surfaces are re­ gear is another area that needs careful saying about Piper products, 'Made ally thin, mostly .016 and .020, so it examination because it wears out by farmers, for farmers,' and it's true. doesn't take much to bend them up. quickly. "We pulled every bushing The airplane is really easy to work on, This airplane had apparently seen and part of the gear and found that but the best thing you can do is make some hail that was heavy enough to much of it was really sloppy. This sure you get a good airplane in the dent the control surfaces, but not the makes it hard to rig and contributes first place." rest of the airplane, so," Greg said, to gear collapses. We don't know the Cox has a number of pOints that "we re-skinned most of the control history to our airplane's accident, but he said every wannabe Comanche surfaces." that could have played a part." owner should satisfy before he or she Early in the project, when the pair Naturally, everything in the inte­ buys a particular airplane. Besides the realized the airplane was going to rior was replaced, including a new normal, over-all condition stuff that take more than simply stripping and panel with modern everything, and affects every airplane, there are some painting, they decided on a specific they installed shoulder harnesses at specifics, which include: goal. "We wanted to make it a truly the same time. To keep their passen­ • AD list and compliance-Under­ modern airplane, almost a new one, gers happy, they installed a small TV stand what airworthiness directives so we could depend on it. So, we did set with a VCR in the back seat. They affect the airplane and make sure everything but de-mate the wing. We also installed a 1/4-inch thick, big they were actually done. removed every single wire and sys­ windshield and routed the edges • Gear condition-Look for tem in the entire airplane and rebuilt down so it would fit flush into the cracked knuckles and measure as every part of it," according to Ronnie. original mounting channels. many internal dimensions as pos­ "When it came to the avionics," It took five years to get the air­ sible. Greg said, "it was really grungy. It plane ready to fly, and then it took • Gear-up damage-Gear-up land­ had Mark 12 radios in it, and by the another three months to get the pa­ ings often crush the structure that the time we were done removing layers perwork completed. "We filed eight gear motor is attached to. Make sure and layers of old wiring, we took 337s and one field approval. Because it was repaired properly. about SO pounds of wires out." I do so many similar things with the • Flap track condition-The flap Part of making it a modern air­ corporate aircraft, I just approached tracks wear and need to be carefully plane meant building reliability into this one the same way," Greg Davis checked. everything ahead of the firewall. "We said. "I filed them all through a DER • Flap motor-The flap actuation put a 260-hp exhaust system on it (deSignated engineering representa­ system and especially the motor have along with a lightweight starter, new tive), but rather than doing them to be checked for condition. mags, and, most important, we put a locally, I invited the FAA to come up The Cox/Davis Comanche has new fuel pump on it and had it flow­ and take a look at the airplane." more than 200 hours on it now, and checked. We've had some really They are obviously proud of the its owners (or should they be called tragic accidents in the Comanche FAA's reaction to the way they ap­ creators?) say it does exactly what community because the fuel pump proached their project. II After they they wanted it to do. It lets them go was working, but it wasn't putting came up the first time, they brought long distances in comfort, and they out enough to feed the engine at another group of guys up to take a have the peace of mind that comes takeoff power." look at it. They told us they wanted from knowing everything within that According to the pair, the landing everyone in their office to see this be­ airplane was done right. .... 18 SEPTEMBER 2001 CHAMPION 7ED/7FC Owner/pilot Mike Foote (VAA 365457) wrote to us concerning his terrific restoration: IIManufactured by Champion Aircraft in 1959/ N8539E began life as a Tri-Champ. In 1983 it was convelted to a tai/drag­ gerl but only 12 short flight hours later life changed dramatically for N8539E when it was severely damaged in a windstorm. The ownerls initial impression was that it would never fly again. The remains went through several owners, each intent upon restorationl but finding the task a daunting onel each chose instead to pass it along to someone else with more ambition. My tum came in July of1995. After 15 months ofintense restoration efforts, N8539E became a plane again on October 261 1996. 1flew the plane from my home base in Olathel Kansas, to Oshkosh in 1997 and had it judged in the Contemporary category. My efforts were rewardedl as the Champion was selected as the Outstanding Champion aircraft for that year. It is still going strong and is just as satisfying to fly today as it was for the first time. II

TAYLORCRAFf DC-65

Chet Peek (VAA 13458), author of terrific books such as The First Cub and Resurrection ofa Jenny, has got­ ten back into flying after losing his airplanes and Norman, Oklahoma, hangar during a tornado in 1998. Chefs bought Bruce Bixler's Taylor­ craft DC-65. This DC-65 is one of the rare early Taylorcraft Tandems, which had aluminum spars and ribs. A few in the same series became the first Taylorcraft L-2 liaison airplanes. Chefs airplane is finished in the Civilian Training Program's colors of blue and yellow. 20 SEPTEMBER 2001 This month's Mystery Plane is a rare metal plane from the collection of Pete Bowers. Send your answer to: EAA, Vin­ tage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your an­ swer needs to be in no later than October 15 for inclusion in the De­ cember issue of Vintage Airplane. September Mystery Plane You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include both your name and address (especially your city and state!) in the body of your note and put "(Month) Mystery Plane" in the subject line. Plenty of you knew the June Mys­ tery Plane, surely one of those "Don't you wish there was just one of th ese left?" kind of airplanes. Here's our first letter:

The Mystery Plane in the June 2001 edition of Vintage Airplane is an Ire­ by H.G. Frautschy land N-2 Neptune.

Ireland N-2 Nep

VINTAGE AIRPLANE 21 G. Sumner Ireland had been an engineer for Curtiss up to 1926. He later form ed Ireland Aircraft Inc. , at Cur­ tiss Field, Garden City, and marketed the Ireland Comet, Meteor, Privateer, and Neptune. The N-2B Neptune (circa 1927) was a four-pla ce amphibian pow­ ered by a 300-hp Wright ' .' J-6, while the N-2C Nep­ tune was a five-place :..:.r~ amphibian with a 450-hp ,t ~; r-- 7 c r :---1 P&WWasp. ~------3~~~--~------~ Thomas H. Lymburn Princeton, Minnesota Drawings 1903-1946. Russ Brown And more on the various models of Lyndhurst, Ohio the Neptune: The June Mystery Plane is the Am­ With Juptner's U. S. phibians Incorporated Model N-2B or Civil A ircraft, this one N-2C with either P&W Wasp engine didn't take long to iden­ or the Wright Whirlwind 300 in the tify . Vol. 2, p ages five- or six-place amphibian. Modifica­ 151-153, for ATC #153 tions from the Ireland A ircraft Inc. des cribes the Ireland Model ND5-ND6 include strut covers Neptune N-2B. With and increased bow angle on the tip enough clarity in the floats and an extended main hull float photo to note the license behind the step. The three views are as NC-88K, it's listed as v from the Aircraft Yearbook 3- View production number 43 L ____

22 SEPTEMBER 2001 and had a 300-hp Wright J-6 engine by Juptner. Both pictures were probably formers and then the outer aluminum (affirmed by the long rocker-box eav­ taken the same day. Note the man at skin. ers) . (Abo ut this time some models left in both pictures, same suit, hat, Hope this entry will serve to put me were being upgraded with a 450 P&W and tie. Note the taped wire or tube on in the "winner's circle." But then you Wasp for the model N-2C-ATC left wing forward strut. always are when you join the VAA. #248.) Excuse this old typewriter. I'm 81 John Kennelley I've always been very appreciative of and darned ifI'll get a new one now. Norwalk, Iowa Joe Juptn er's good coverage of all the Good magazin e, good association, ATC'd U.S. aircraft. Over the years I've good people. Thanks. been building scale models of more ob­ Albert B. Aplin Other correct answers were re­ scure aircraft as a hobby. I've drawn Chuluota, Florida ceived from Frank Abar, Livonia, many of my plans from photos and di­ Michigan; Harry Barker, West Mil­ mensions in U.S. Civil Aircraft. In Ju st a note to say I think the Jun e ford, New Jersey; Owen Bruce, fact, I have a plan I drew for the Nep­ Mystery Plane is one ofthe Ireland Air­ Richardson, Texas; John Beebe, tune N-2C, though I've not built it yet. craft Inc. Neptune series. White Stone, Virginia; Ben Bow­ That's why I recognized the June Mys­ G. Sumner Ireland's ideas on flying man, Cornwall, Pennsylvania; tery plane was a Neptune. I lived in boats pre-date this N-2C version by John E. DeWan, Towanda, Penn­ Ecuador for about 45 years and made several years, so the name was not sylvania; Marty Eisenmann, Alta most of the models of jungle hard­ new to aviation. Lorna, California; Ed Kastner, woods in 1 :32 scale. Th e N-2C for the June issue was Elma, New York; William R. Knox, Bub Borman one of about nine built in late 1929 Woodstock, Georgia; Roger L. Dallas, Texas and the early 1930s. Miller, Middletown, Ohio; Anna F. It was powered by a 450-hp Pratt & Pennington, Wilmington, North June's Mystery Plane was easy. It is Whitney Wasp and had a chromoly Carolina; John Rowles, Bemidji, Ireland's Neptune NC-89K, shown on frame, around which were bulkheads Minnesota; Wayne Van Valken­ page 143 of u.s. Civil Aircraft, Vol. 3 of duralumin to which were fastened burgh, Jasper, Georgia. ~

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VINTAGE AIRPLANE 23 PASS IT TO BUCK by E.E. "Buck" Hilbert, EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

Feedback on Loose Fabric

We've gotten plenty of com­ First, loose fabric is a hazard for a tightening with a heat gun. Then] ments about the article concerning couple of reasons. Loose fabric can work it with the iron evenly until] bulging fabric. While it wasn't part chafe against fairing strips and fas­ can "feel" the right tautness. That's of my column originally, many of teners, weakening it. If a fabric edge just the right drumming sound and you have addressed your comments is caught in the slipstream, it can feel. After the first coat ofprimer ni­ to me, so I'll check in on the fre­ easily be torn away. The results can trate dope, there may be a few slack quency. be disastrous. If it gets tangled up areas. I then go over them again, but Before we get to that, I'd like to with a control surface, it can even never holding the iron in one place update you on the status of our cause a loss of control, and at the very long. Champ airworthiness directive very least the loose, wildly flapping Every Stinson I re-covered had compliance. It went fine, as you fabric can be a huge distraction. 'screws on the four stringers on top of may recall reading in my July col­ Here's what some others had to say. the fuselage from the windshield, back umn, but a funny thing happened I can't say I agree with everyone's about 3 or 4 feet spaced 3 or 4 inches after flying a bit in the rain-the comments, but it certainly is inter­ apart. ] just looked at three Stinsons paint we sprayed over the patches esting to see how fabrics are being on our flight line, and they all have has started to come off! Dang! Us­ applied in shops around the world. the screws. ing MEK, I thought I'd completely Here's our first note: Don Macor removed the lemon-scented furni­ Duluth, Minnesota ture polish I use regularly to clean You must have received a lot of the leading edges, but I guess I was comments about the Stinson's bulging Don's method might work well wrong. The paint on the leading fabric. I'll give you my 2~ worth. for him, but I'd hesitate to suggest edges is beginning to peel. H.G. I've re-covered at least four during it to anyone else. In particular, the and I wonder if they put any sili­ the past 45 years and dozens of re­ use of a heat gun is prohibited in cone in the polish. Doesn't say so covering jobs on many types of the Poly-Fiber and other process on the can, but maybe it's a "secret aircraft. I've used cotton, Irish linen, manuals that deal with the installa­ ingredient." The peeling paint Ceconite, Razorback, and Stits. I'm tion of Dacron fabric. Uneven heat makes the new name (see photo sticking with Ceconite 101, which [ application is the reason it is dis­ on page 26) for the Champ even like best. I like the smell of dope, be­ couraged. I'd also point out that more accurate! sides all the other good features. the Cooper Superflight manual, Let's get on with the loose fabric When I tighten Ceconite I set my among others, highlights the fact discussion. iron at 400°F to 450°F. ] do the initial that Dacron fabric will start to m~lt

24 SEPTEMBER 2001 when heated above 450°F. That's why Don says he does not linger too long when shrinking the fabric with an iron set above 400°F.

I just received my July issue of Vin­ tage Airplane. I always look forward to its arriva l. That cover photo of the Stearman is beautiful! Hats off to Jim Koepnick, who does such a great job ofphotographing these old planes. I was drawn to the article on page 4, "Is that Covering too Slack?" I have an uncovered Stinson 108-3 sitting in my garage, so perhaps I can shed some light on some of the details about cov­ ering the Stinson 108 series. In the article, someone said, "I'd be tempted to rib-stitch the fabric to the upper stringers on the fuselage." I'd suggest avoiding that temptation! The Stinson used #4 PK screws to attach the fabric to the ribs and to the stringers above the fuselage. I know because I have a coffee can with hundreds of these screws that I removed from my plane. Above the fuselage there are four hat­ section aluminum stringers. On my Stinson, the fabric was attached to each of these stringers with 10 PK screws at 3-inch intervals, beginning aft of the leading edge and running back just aft of the rear spar. I believe that's how it was done originally. I would not suggest rib-stitching be­ cause the sharp edges of the hat-section stringers would cut the lacing. And of course, there is the matter of legality. Rib-stitching would be a modification from the original construction, certainly not appropriate in this situation. The photo on page 5 shows appar­ ent ballooning of the fabric over the cabin area of the fuselage, but there's more to this than meets the eye. At the Stinson factory, a blanket of fiber­ glass insulation was installed above the cabin. Old photos show this insu­ lation installed above the stringers. I believe the fabric was then attached We had a couple of folks ask if we could show a comparison shot highlighting loose fabric, through the insulation to the stringers with the Stinson as an example. In 1999, EAA's crack photo staff took air-to-air photos of a couple of Stinsons. The top photo shows the fabric ballooning above the cabin. In the lower with the PK screws. That "puffy look" photo the airplane, restored by noted Stinson 108 rebuilder Butch Walsh of Arrington, above the cabin may be caused (at Virginia, clearly shows the #4 PK (Parker-Kalon) screws that secure the fabric to the cabin roof least in part) by the insulation. I've stringers before the finishing tapes are applied.

VINTAGE AIRPLANE 25 After we compiled with AD 2000­ 25-02 the Champ looked a bit more shop-worn, so we gave it a new name.

available from the type club for your particular model. Don't blindly follow the lead of someone who may have restored the airplane in the past-they may have missed something that is required . How many times have you seen a poorly placed inspection hole, only to hear, II But that was the way it was in­ stalled on the airplane when I got it! /I Only the factory drawings and any supplemental type certifi­ cates (STC) or other seen Stinsons with th e original type discu ssion. I'm sure there are others approved modifications can insulation that had the "puffy look " out th ere who know more about this change the aircraft's legal configu­ while sitting quietly on the ground. than I do . I'd enjoy hearing from any­ ration, and the method of fabric Dip Davis is correct that the Stin­ on e interes ted in Stinsons. I have a installation is part of that configu­ son did not originally cover the tanks website that I call Hangar 9 ration. on the 108s, though I've seen many Aeroworks. It features my project and As both H.G. and I have pOinted restorations with the tanks covered. other information on th e 108-series out in the past, the covering sup­ There can be a bit of a problem with Stinsons. The URL is: www.hangar9 pliers have specific instructions on fabric tapes not adhering well to the aeroworks.com. how their covering methods are to perimeter ofthe tanks. In fact, I had a John Baker be installed. Since covering with few tapes come loose once on a trip to Damascus, Maryland the Poly-Fiber, Cooper Superflight, EAA Chapter 643 's fl y-in at Ai r- Tech or other processes were Pittstown, New Jersey, in 1993. A lit­ Dip and H.G. were the first to not included in the type certificate tle contact cem ent and some help agree with the members who wrote for the airplanes that we were deal­ from Chapter 643 got me back home and called in to take them to task ing with here, an STC for their okay. Shortly after that, I dec ided it for not confirming the exact installation was obtained by the was time for a complete re-cover job. method of attachment used by respective companies. If their Here 's one more item about bal­ Stinson. The intent of the original method is not followed, you run looning fabric on the Stinson 108s write-up was not to compose a the risk of having the covering job that I learned from Stinson guru Butch Stinson maintenance manual, but re jected by an IA (A&P with in­ Walsh: The cabin fr esh air intakes to highlight the hazards inherent spection authorization) mechanic are on the leading edge of th e wing in any fabric job that is not prop­ and/or the FAA for not conform­ (as shown on page 17 of th e March erly installed. Our comments were ing to the STC. If an STC'd part is issue of Vintage Airplane) . Th ese meant to elicit a response from the installed on an aircraft and the vents feed into a chamber inside the membership, including experts methods spelled out in the STC inboard rib bay. This chamber is not like Butch Walsh. Boy, did they are not followed, the aircraft is un­ sealed very well, so forced air spills ever respond! airworthy. Un-airworthy aircraft out into the wing as well as into the Each of us is required to confirm don't have very good resale values, cabin. Taking care to seal this cham­ the exact methods used by the and besides, you can't fly them. ber can eliminate some problems with manufacturer or subsequently ap­ And that's the point of all of this, fabric on the inboard portion of th e proved modifications and to right? Let' s get out there, do it wing and will provide more fresh air scrupulously duplicate those meth­ right, and fly safely. in the cabin. ods. The type certificate, drawings, Over to you, f( ~t(d ~ I hope this will contribute to th e and other information are often

26 SEPTEMBER 200 1 NEW MEMBERS

Robert Bowman Ron Brushwitz ...... Salem, IL Edmund Smith ...... Henderson , NY ...... Edmonton, Alberta, Canada William M. Costello ...... Chicago, IL Matthew E. King ...... Tivoli, NY Robert Ian Morrison Larry E. Levine ...... Chicago, IL Dion Marshall ...... Poughkeepsie, NY ...... Deli a, Alberta, Canada Allan 1. Mirkin ...... Wauconda, IL David E. McIlvaine Edward A. Campbell Jerry Szesko ...... Chicago, IL ...... Wadsworth , OH ...... Anchorage, AK James F. Thompson ...... Roberts, IL Richard Reinhart ...... Cincinnati, OH Sidney E. Mack ...... Phoenix, AZ Robert Zacek ...... Tinle y Park, IL Glen Tomlinson ...... Marlow, OK John M. Gillespie .... Maple Ridge, BC Larry L. Murdock ...... Lafayette, IN Kirby L. Anderson ...... Mattawana, PA Logan Boles ...... Tiburon, CA Roger Rigg ...... Valparaiso, IN Earl Buck, Sr...... Little Marsh, P A Pete Bongard ...... Bermuda Dunes, CA John 1. Dowd ...... Syracuse, KS Robert English ...... Franklin, TN Tom E. Brown ...... Coalinga , CA Carson V. Baker ...... Crestwood, KY Charles Hand ...... Clarksville, TN W. E. Gamble ...... San Diego, CA David Hunt ...... Louisville, KY William 1. Lange ...... Clarksville, TN Serge Genitempo ...... Burbank , CA Harold A. Campbell ...... Bethany, LA John Bell ...... Ft. Worth, TX Harold Holienbeck ...... Elverta, CA Teny Doehling ...... Lafayette, LA Lewis R. Fisher...... Friendswood, TX Jeff Moffatt ...... San Jose, CA David T. Healey ...... Lynnfield, MA Thomas P. Jacomini ...... Houston, TX Mike Petry ...... Fontana, CA Michael R. Rome ...... Walpole, MA Carla Payne ...... Fort Worth, TX Donald Ridenour ...... Sacramento, CA Josephine M. Clark Richard P. Reitz ...... Houston , TX Joseph Scheimer ...... Gold River, CA ...... Traverse City, MI Kenneth Rucker ...... Rhome , TX Mike Sheehan ...... Carlsbad, CA Melvin 1. Hutchinson ...... Alma, MI 1. Michael Spraggins .. Fort Worth, TX Craig 1. Tabery David Johnson ...... South Haven, MI Charles H. Swartz ...... Katy, TX ...... Foot Hill Ranch, CA Brandon W. Robinson ...... Homer, MI Walter Petersen ...... Falis Church, VA Tammy Williamson .. .. Brentwood, CA Dennis Sumner ...... Canton, MI Alan Barnard ...... Port Angeles, W A Steven Semenuk ...... Wilmington, DE Gregory T. Hitchcock Raymond E. Dean ...... Yakima, WA Gregory T. Davis ...... Bloomington,MN Sandra D. Hughes ...... Lacey, WA ...... Fort Lauderdale, FL Don Parsons ...... St. Peters, MO Ted Kenoyer ...... Seattle, WA James E. Hall ...... Naples, FL John M. Zook ...... Theodosia , MO Alan K. Macon ..East Wenatchee, WA James F. Miller, III Russell Melvin ...... O xford, MS Dennis McCormick ....Mc Kenna, WA ...... Boynton Beach, FL Dale W. Weaver...... Macon , MS Jon T. Salisbury ...... BuckIey, WA Nelson Thomas ...... Margate, FL Dana Narkunas ...... Franklinton, NC Bernie Sanders ...... Federal Way, WA Scott E. Solberg Deirdre Strickland ...... Charlotte, NC Curt Tronsdal ...... Conway, WA ...... Lawrenceville, GA Stephen F. Christy ...... Lebanon, NH Charles Wilson ...... Woodinville , W A Bryce D. Ulmer ...... Stockbridge, GA Francis O'Hara ...... Sea Bright, NJ Danny 1. Forsberg ...... Iron Ridge, WI Dan Hassenger...... Sioux City, IA Burt Cosgrove ...... Albuquerque, NM Wyatt V. Hadorn ...... Augusta, WI Charles L. Farrey ...... Athol, ID Steve Hamilton ...... Carson City, NV Ronald Kaziukewicz ...... Superior, WI Edwin F. Bobeng ...... Elgin, IL Bob D. Howell ...... Reno, NY Dr. John A. Whipp ...... Lander , WY

VINTAGE AIRPLANE 27 SEPTEMBER 14-16 - Watertown, WI (RYJ1 - 17th SEPTEMBER 22 - Asheboro, NC - Aero/est 2001 ­ Annual Byron Smith Memorial Midwest Stinson Re­Old Fashion Grass Field Fly-In and Pig Pickin '. Fly-In Calendar union. In/a: Nick or Suzette, 630/904-6964. EAA Ch. 1176. In/o: 336/879-2830. The following list ofcoming events is furnished to SEPTEMBER I5-Moriarty, NM- Land 0/Enchant­SEPTEMBER 22-23 - Riverside, CA - EAA Ch. Olle our readers as a matter ofinformation only and does ment Fly-In / Young Eagles Rally at th e Moriarty Open House and Fly-In at Flabob Airport (RlR). not constitute approval, sponsorship, involvement, Municipal Ai/port (OEO). Homebuilts, classics, Free Admission. Saturday evening banquet tickets warbirds. militGlY vehicles, classic cars & motorcy­may be purchased in advance. Info: 909/682-6236 control or direction ofany event (fly-in, seminars,fly cles. Free flights to kids and teenagers (8-17). 8am or [email protected]. market, etc.) listed. Please send the information to pallcake brea"fasl, pig roast at dusk. In/o: 505/296­ EAA, All: Vintage Airplane, P.O. Box 3086. SEPTEMBER 28-29- Visalia, CA - Vintage Years Air 5050 or [email protected]. & Car Show at Visalia Municipal Airport. Special Oshkosh. Wl 54903-3086. Information should be re­SEPTEMBER 16-UticaiRome, NY-Oneida County "Laughter In Bloom, A Tribute to Jack Benny" one­ ceivedfour months prior to the event date. Airport. Air Acts, Jet Demos, Fly In EAA Break­man show on 9/28 at Fox Theater. In/o: /ast.. Show hours II am-4pm Fuel discounts/or all 559/289-0887. fly-ins and free lunch. In/o: 315-636-4171 or SEPTEMBER 29 - Hanover, IN - Wood, Fabric, & [email protected]. SEPTEMBER 8-9 - Brook/raven Airport, NY - 38th Tailwheels 200 1, at Lee Bottom Airport (64i). 20 Annual Fly-In ofthe Antique Airplane Club of SEPTEMBER 15-16 - Rock Falls, IL - North Central mi.from Louisville, Kentucky. (Rain date, Sunday, Greater New York. Static display of vintage alld EAA "Old-Fashioned " Fly-In, Whiteside County Sept. 30) In/o : 812/866-32 If or homebuilts, flea market, dinner dance, held of!sight Airport (SQI). Forums, workshops,fly-market, [email protected]. at the end ofthe day. 111/0: 631/589-0374. camping, exhibitors,food, and air rally. Aircraft SEPTEMBER 29 - Topping, VA - Wings and Wheels judging ends Noon Sun. Sunday Pancake Breakfast SEPTEMBER 8-9-Glenville, NY- Empire State 2001 at Hummel Ail' Field (W-75), 60 mi. east 0/ Aerosciences Museum Flight 200! Airshow. Sch­ Info: 630/543-6743 or eaa IOI @aol.com. Richmond, VA. Food, crafts, rides, NASA GA, enectady County Airport, Route 50. Acrobatics, SEPTEMBER 21-22 - Ab ilelll~' o. est EAA USCG boats, Jayhawk helicopter, hot air balloon, pyrotechnics, parachutes, gliders, military aircraft, and much, much more. Contact/or participant's activitieslor children. and more. Will highlight the FlY~/n. e U lee. Spectator parking/ee $4. In/o: 8041758-4330, 10th AnlliversGlY ofOperation Desert Storm. Gates SEPT. t vii e, OK - Frank Ph' . )th Anllual Tulsa Regional Fly-In,. [email protected] or website: open 9 a.m. Show begins at I p.m. Tickets $12/or htfp://jIy.to/wingsandwhee/s adults and $5/or children. Fly-ins welcome. In/o: SEPTEMBER 21-22 - Bartlesville, OK - Frank 518/377-5129. Phillips Field. 15th annual Biplane Expo. SEPTEMBER 29 - Zanesville, OH - VAA Ch. 220/

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want to see your lane or pearls of wisdom in print? Write an article for VINTAGE • Introduction To • Engine Installation AIRPLANE Aircraft Building • Fabric Covering We 're always looking for • What's Involved In BuildingAn Airplane • Composite Construction technical articles and photos of your latest restoration . • TIG Welding • Finishing And Spray Painting We can't offer you money, • Gas Welding but we can make you a hero • Test FlyingYour Project • Sheet Metal among fellow Vintage • Kit Specific Workshops: Aircraft enthusiasts • Sheet Metal Forming Lancair Assembly Vans RV Series Assembly • Electrical Systems, VeloCity Assembly Send your submissions to Wiring And Avionics Editor, Vintage Airplane p. O. Box 3086 ..: ' Oshkosh , WI 54904 • • e-mail : vintage@eaa .org WORKSHOP S ~Airc raft Coatlno_ --~-- www.polyfiber.com

For pointers on format and I-SOO-WORKSHOP content feel free to call 1-800-967-5746 920/ 426-4825 [email protected] www.sportair.com www.aircraftspruce.com Aircraft Exhaust Systems VINTAGE Jumping Branch, WV 25969 TRADER 800-227-5951 30 different engines for fitting

VlfiTAGL ALRO fAP.>RICJ, LTD Something to buy, ::::: \...);111 1 .( 1;t'I' ~ Don't compromise your restoration withmodern coverings... sell or trade? finishtheiob correctly with authenticfabrics. Classified Word Ads: $5.50 per 10 words, 180 Certificated Grade Ac allan words maximum, with boldface lead-in on first line. Early aimaft callan Classified Display Ads: One column wide (2.167 Imported aircraft Unen (beige and tan) inches) by 1, 2, or 3 inches high at $20 per inch. German WWI Lozenge print fabric Black and white only, and no frequency discounts. Antiques, Warbirds, General Aviation Fabric tapes: straight, pinked and early American pinked Advertising Closing Dates: 10th ofsecond month Waxed linen lacing cord prior to desired issue date (i.e., January 10 is the 304-466-1 724 Fax 304-466-0802 closing date for the March issue). VM reserves the Vinlage Aero Fabrics, ltd. 18 Journey's End, Mendon, VT 05701 right to reject any advertising in conflict with its lei: 802-786·0705 fox: 802-786-2129 website: www.avclolh.com policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920/426-4828) or e-mail ([email protected]) using credit card payment (VISA Or MasterCard). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EM. Address advertising corre­ spondence to EM Publications Classified Ad Manager, P.o. Box 3086, Oshkosh, WI 54903-3086.

BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods, valves, pis­ ton rings Call us Toll Free 1/800/233-6934, e-mail [email protected] Web site www.ramengine.com EAA's 2002 Calendar VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. Features the Best In Aviation Photography with... Airplane T-Shirts 150 Different Airplanes Available o 13 flight inspiring month s to WE PROBABLY HAVE YOUR AIRPLANE! sched ule appointments and www.airplanetshirts.com 1-800-645-7739 important events.

o 12" x 24" form at you ca n proudly BIPLANE ODYSSEY - Flying the Stearman to disp lay in your home and office. every U.S. State and Canadian Province in North America. Hardcover. 382 pages. 16 pages color o Full -color images ideal for framing. illustrations. $25. Mountain Press, 609-924-4002. www.biplaneodyssey.com o Dates and web sites to ass ist in planning you r trip to EAA AirVenture THERE'S JUST NOTHING LIKE IT Oshkosh and the many EAA Regional ON THE WEB!! Fly-Ins throughou t the US. www.aviation-giftshop.com A Web Site With The Pilot In Mind (and those who love airplanes)

Wanted: "Brownback" or similar brand, radial engines, complete or crankcase/shaft, circa 1920s­ 1930s, even number of cylinders (six or eight). Write or call J. D. Hicks, P. O. Box 159, Fisherville, KY 40023, 502-649-5833. To O rder Ca ll:

For sale, reluctantly: Warner 145 & 165 engines. 1-800-843-3612 1 each, new OH and low time. No tire kickers, please. Two Curtiss Reed props to go with above (Outside US & Canada 920-426-5912) engines. 1934 Aeronca C-3 Razorback with spare engine parts. 1966 Helton Lark 95, Serial #8. Very Send your order by mai l to: rare, PQ-8 certified Target Drone derivative. Tri­ gear Culver Cadet. See Juptner's Vol. 8-170. Total EAA Mail Orders time A&E 845 hrs. I just have too many toys and I'm PO Box 3086 not getting any younger. Find my name in the = , Officers & Directors listing of Vintage and e-mail or Oshkosh, W I 54903-3086 call evenings. E. E. "Buck" Hilbert Major credit cards accepted. W I residents add 5% sales 10 12

tax. Shipping and handling not included. IS 16 17 18 19 1940 Porterfield Collegiate LP-65, 201 SMOH, " 2614 TTAF 9/10 in/out, always hangared, 1980 20 ...... 21 Oshkosh Award Winner, new annual. $25,900. 254-412-0646.

Color printto match your aircraft with N#, 11x14 The L£ader In Recreational Aviation ready to frame, $25 + s&H. E-mail [email protected] VINTAGE Membershi~ Services Directon'_ AIRCRAFT Enjoy the many benefits ofBAA and the ASSOCIATION BAA Vintage Aircraft Association ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http://www,eaa.organd http://www,airventure,org E-Mail: vintage @eaa,org Presldenl Vlce-Presldenl Esple 'Butch' Joyce George Daubner Flight Advisors information ..... 920-426-6522 P.O. Box 35584 2448 Lough Lane EAA and Division Membership Services Greensboro. NC 27425 Harllord. WI 53027 800-843-3612 ",',',',"" FAX 920-426-6761 Flight Instructor information .. . 920-426-6801 336/393-0344 262/673-5885 Flying Start Program , "", ,.",920-426-6847 [email protected] [email protected] (8:00 AM -7:00 PM Monday-Friday CST) • Newlrenew memberships: EAA, Divisions Library Services/Research. _.... 920-426-4848 Treasurer Secrelary (Vintage Aircraft Association, lAC, Warbirds), Medical Questions ...... 920-426-4821 Steve Nessa Chanes w. Harris 2fXJ'I Highland Ave. 7215 Easl46lh SI. National Association of Flight Instructors Technical Counselors .. .. , . . ... 920-426-4821 Tulsa . OK 74147 Albert Lea. MN 5IflJ7 (NAF!) Young Eagles ...... 920-426-4831 flJ7/373-1674 918/622-8400 [email protected] • Address changes Benefits • Merchandise sal es Aircraft Financing (Textron) .. . . . 800-851-1367 DIRECTORS • Gift m emberships AVA ...... _...... 800-727-3823 David Benne" Jeannie Hili AVEMCO ...... 800-638-8440 P.O. Box 1188 P.O. Box 328 Roseville . CA 95678 Harvard. IL 60033 Programs and Activities Term Life and Accidental ...... 800-241-6103 916/645-Q926 815/943-7205 EAA AirVenture Fax-On-Demand Directory [email protected] [email protected] Death Insurance (Harvey Watt & Company) ...... 732-885-6711 Robert C. 'Bob' Brauer Sieve Krog Editorial 9345 S. Hoyne 1002 Healher Ln. Auto Fuel STCs ...... 920-426-4843 Submitting article/photo; advertising information Ch7~~~~9~~m20 Harllord. WI 53027 Build/restore information ...... 920-426-4821 262/966-7627 920-426-4825 , , , , , • , , , , , , , FAX 920-426-4828 [email protected] [email protected] Chapters: locating/organizing .. 920-426-4876 John Berendt l!abert D. 'Bob' Lumley Educa tion ...... 920-426-6815 EAA Aviation Foundation 7645 Echo Polnl Rd. 1265 Soulh I 241h SI. Connon fal~. MN 55009 Brookfield. WI 53005 • EAA Air Academy Artifact Donations ...... 920-426-4877 flJ7/263-2414 262/782-2633 [email protected] [email protected] • EAA Scholarships Financial Support ...... , ...... 800-236-1025

John S. Copeland Gene Morris I A Deacon Sireet 5936 Steve Court Roanoke. TX 76262 North~~~:}t~ 01532 817/491-9110 [email protected] [email protected] MEMBERSHIP INFORMATION Dean Richardson Phil Coulson 1429 Kings Lynn Rd EAA available for $50 per year (SPORT AVIATION mag­ 28415 Springbrook Dr. azine not included). (Add $10 for Foreign Lawton. M149065 Sto~i~97:as53589 Membership in the Experimental Aircraft Association, 616/624-6490 [email protected] Inc. is $40 for one year, including 12 issues of SPORT Postage,) rcou~ [email protected] Geoff Robison AVIATION. Family membership is available for an addi­ Roger Gomoll 1521 E. MacGregor Dr. tional $10 annually. Junior Membership (under 19 WARBIRDS New Haven. IN 46774 Current EAA members may join the EAA Warbirds of 3~';;}~~~:'~~ 219/493-4724 years of age) is available at $23 annually. All major flJ7/288-2810 [email protected] credit cards accepted for membership. (Add $16 for America Division and receive WARBIRDS magazine [email protected] S.H. "Wes" Schmid Foreign Postage,) for an additional $35 per year. Dale A. Gustafson 2359 Leleber Aveooe EAA Membership, WARBIRDS magazine and one 7724 Shady Hills Dr. Wouwatosa. WI 53213 year membership in the Warbirds Division Indlancpol~. IN 46278 4141771-1545 VINTAGE AIRCRAFT ASSOCIATION 317/293-4430 [email protected] is available for $45 per year (SPORT AVIATION Current EAA members may join the Vintage Aircraft magazine not included). (Add $7 for Foreign Associaton and receive VINTAGE AIRPLANE maga­ Postage,) DIRECTORS zine for an additional $36 per year. EMERITUS EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EM Vintage Air­ EAA EXPERIMENTER Current EAA members may receive EAA Gene Chase E.E. "Buck' Hilbert craft Association is available for $46 per year P.O . Box 424 EXPERIMENTER magazine for an additional $20 2159 Canton Rd. (SPORT AVIATION magazine not included), (Add Oshkosh. WI 54904 Unlon. IL 60180 per year. 920/231-fIJ02 815/923-4591 $7 for Foreign Postage,) [email protected] EAA Membership and EAA EXPERIMENTER mag­ azine is available for $30 per year (SPORT ADVISORS lAC AVIATION magazine not inciuded) .(Add $8 for For­ Alan Shackleton Current EM members may join the International eign Postage.) P.O. Box 656 Aerobatic Club, Inc. Division and receive SPORT Sugar Grove. IL 60554-0656 630/466-4193 AEROBATICS magazine for an additional $40 FOREIGN MEMBERSHIPS 103346.1772@COfr'!l'JSOOle.com per year. Please submit your remittance with a check or Steve Bender Dave Clark EAA Membership, SPORT AEROBATICS magazine draft drawn on a United States bank payable in 815 Airport Road 635 Vestal Lane and one year membership in the lAC Division is United States dollars. Add required Foreign Roancke. TX 76262 Plalnfteld.IN 46168 Postage amount for each membership. 817/491-4700 317/839-4500 [email protected] [email protected] Membership dues to EAA and its divisions are not tax deductible as charitable contributions,

Copyright ©2 001 by Ihe EM Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is pul>ished and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Avialion Center. 3000 Poberezny Rd., P.O. Box 3086. Oshkosh, W i scon~n 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addnional mailing offices. POSTMASTER: Send address changes to EM Vintage Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow alleast two monlhs for delivery at VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtalned through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submtt stories and photographs. Policy apnions expressed in articles are solely those of the authors. Respon~l>lity for accuracy in reporting rests entirely with the contributor. No renumeralion is made. Material shoold be sent to: Ednor, VINTAGE AIRPLANE, P.O. Box 3086. Oshkosh, WI 54903-3086. Phone 9201426-4800. The words EM. ULTRAliGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM. EAA INTERNATIONAL CONVENTION, EM VINTAGE AIRCRAFT ASSOCIATION, INTERNA­ TIONAL AEROBATIC CLUB, WARBIRDS Of AMERICA are ® registered trademarl

VINTAGE AIRPLANE 31 Phi' and Debbie U'rich

Punta Gorda, FL

Owners of Classic Air Ventures, Inc.

Phil is an ATP with 18,000 hours and flew DC-6s for Northern Air Cargo in Alaska

Phil, Debbie and Waco stand alongside the Ulrich 's 1940 Waco UPF-7.

AUAis "Being in the 'ride' business and AUA's Exclusive EAA Vintage Aircraft Assoc. operating a 1940 Waco UPF-~ it's not Insurance Program always easy to obtain adequate Lower liability and hull premiums approved. insurance coverage, but AU A, Inc. has Medical payments included provided exceptional service and saved Fleet discounts for multiple aircraft To become a us hundreds of dollars. The staff has carrying all risk coverages always gone that extra mile to help in No hand-propping exclusion member of the No age penalty any way they can . Thank you, AUA!" No component parts endorsements - Phil Ulrich Vintage Aircraft Discounts for claim-free renewals carrying all risk coverages Association call The best is affordable. Remember, 800·843·3612 Give AUA a call - it's FREE! We're Better Together. 800-727-3823 Fly with the pros .. .fly with AUA Inc. AVIATION UNLIMITED AGENCY