GEOFF ROB ISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATON

What is EAA to you?

It's often difficult for me to put into many friends you have met through it is a perfectly fair assessment of EAA's print my perspective on what EAA EAA, whether it's an Oshkosh friend annual convention. means to me. I'll bet the same is true or a local chapter friend. How many Many EAA members have stated for you. Because it means so much to fewer friends would you personally before that it is truly impossible to us, and it's about so many things, it's have? For me it would certainly have properly describe in total the event hard to get your head around it. It's meant not having had the opportu­ with mere words. EAA continues to such a large part of my life, yet trying nity to meet so many great people improve our web sites with videos and to quantify it is hard. The challenge like Steve Wittman, or John Miller, or stories of what goes on at these events, to communicate the emotion and the Pobereznys. Maybe my life would and even those individuals who pore passion I personally feel for this orga­ have been a little less fast paced, but it over all of these offerings will not be nization is daunting. So, why is this for certain would have had a lot less totally prepared for what they will guy from the Vintage Aircraft Asso­ excitement in it! eventually witness when they attend ciation singing the praises of EAA? It's their first AirVenture. simple; first and foremost, I'm an EAA Do you see yourself I really enjoy talking to the youth member. Everything else I choose to who attend this event for the first engage in, including the VAA and the as part of a time. They are typically completely B-17 tour, is an important part of the overwhelmed with the magnitude of whole package. larger organization , the event, and they will talk in run-on A long time ago, when I was al­ sentences as they describe what they lowed to engage myself deeper and one whose goal is to observed and participated in on that deeper into the soul of EAA, I came to first day. Their day may have included realize that all of the residual fun and further the causes a ride in (on?) a Breezy or a flight in entertaining aspects of my member­ the Ford Tri-Motor, or maybe they ship had to be measured as secondary, of recreational were just hanging around KidVen­ for it was the broader mission of the aviation and expose it ture, or perhaps they had the chance organization that locked me in. to "high-five" Sean D. Tucker. It's just So many doors were opened for to as many fol ks so fun to listen to these first-time im­ me along the way, it hardly seemed pressions. One would swear that their possible, but getting involved was as possible? smile is forever frozen to their face . often as simple as knocking on that What a sweet pleasure to witness, and door. What if that door never ex­ I am unable to fathom what the im­ then I stop and think about the fact isted? What if Paul and Audrey Po­ pact would have been to my life with­ that I had the opportunity to person­ berezny and their family and friends out EAA. This line of thought then gets ally playa small part in their experi­ had never pursued their passion and me to ruminating about the great pil­ ences. How much more fortunate in created EAA for us? I am reasonably grimage to central Wisconsin to attend life can one be? That's EAA! certain that my life would have likely The World's Greatest Aviation Cele­ How about you? Do you see your­ never known the joys and pleasures bration. World's greatest? Sounds a lit­ self as part of a larger organization, of aviation. The opportunities I have tle boastful to those of you who have one whose goal is to further the grasped along the way have had a never made this pilgrimage, doesn't it? causes of recreational aviation and large impact on my life, so it is diffi­ Am I right? I would bet that every EAA expose it to as many folks as possi­ cult for me to envision where I would member who has attended Oshkosh ble? Think about it the next time you be today without EAA playing such a would consider that seemingly boast­ have an open seat. Call that friend large part in my life. ful statement for mere seconds before from church or work you've been Just think for a moment about the they would wholeheartedly agree that continued on page 39 G N E SEPTEMBER VOL. 36, NO.9 2008 CONTENTS I Fe Straight & Level What is EAA to you? by Geoff Robison

2 News

5 2008 EAA Aircraft Award

6 The Robin Alights at Sun In Fun An early cabin-class monoplane from 1929 by Sparky Barnes Sargent

14 Carolinas-Virginia VAA Chapter 3 Fly-In Alamance County Airport by Jack Cox

18 Light Plane Heritage Remember the Klemm Part III, The Young Baron's Great Adventure by Bob Whittier

24 The Vintage Mechanic Part One: Maintenance and troubleshooting ignition systems by Robert G. Lock

28 Restoration of Porterfield LP-65 Serial Number 842, NC32412 by Randall Krystosek

32 The Vintage Instructor Maintaining proficiency by Doug Stewart

34 Mystery Plane STAFF by H.G. Frautschy EAA Publisher Tom Poberezny Director of EAA Publications David Hipschman 36 Wanna Be Famous? Executive Director/Editor H.G. Frautschy Write an article for Vintage Airplane EAA Art Director Olivia P. Trabbold by H.G. Frautschy and Scott Spangler News Editor Ric Reynolds Photography Jim Koepnick 38 Calendar Bonnie Kratz Advertising Coordinator Sue Anderson 38 Classified Ads Classified Ad Coordinator Daphene VanHullum Copy Editor Colleen Walsh COVERS Director of Advertising Katrina Bradshaw FRONT COVER: The Curtiss Robin is one of antique aviation's most recognizable airplanes. The Display Advertising Representatives: Robin helped move the business of aviation from helmet and goggles to a suit and hat. Rich- Northeast and Southeast: Chester Baumgartner ard Epton's Robin is the only C-1 model ftying, now powered by a Wright J6-5. See the article by Phone 727-S32-4640, FAX 727·532·4630, e-mail: [email protected] Sparky Barnes Sargent starting on page 6. EAA photo by Jim Koepnick. Central: Gary Worden BACK COVER: The Pemberton family's magnificent restoration of their Boeing 40 was chosen Phone 800-444-9932, FAX 816-74 1·6458, e-mail: [email protected] as this year's Grand Champion Antique at EAA AirVenture Oshkosh. The big biplane will also Mountain", Pacific: John Gibson take part in the Transcontinental Air mail reenactment ftight from New York to San Francisco in Phone 916-784-9593, e-mail: [email protected] mid-September. We'll have much more on the Boeing in an upcoming issue of Vintage Airplane. Europe: Willi Tacke H.G . Frautschy photo. Phone +498969340213, FAX +498969340214, e-mail: willi@f/ying·pages.com VINTAGE AIRPLANE 2008 EAA Sweepstakes Winners AeroShell Square was abuzz with anticipation as the cement mixer with sweepstakes entries rolled into place for the EAA Share the Spirit Sweepstakes drawing. And the win­ ners were: First grand prize: A new Cir­ rus SR20 with a year's supply of fuel-Greg Thompson, EAA 652822, Fairfax, Virginia Second grand prize: A Rotor­ Way A600 Talon kit-Mike Schoenmann, EAA 656186, St. Clair, Michigan Honda ST1300A motorcycle: John Thibout, EAA 374572, Na­ poleonville, Louisiana AirVenture Oshkosh 2008 John Deere Select Series X700 In the months prior to the start of EAA AirVenture Oshkosh 2008, Ultimate tractor: Martin Ger­ EAA President Tom Poberezny said he was asked one question nearly hard, Chandler, Arizona every day: "Will anyone come to the fly-in convention with high fuel Bose Wave radio/CD system: prices and a struggling economy?/I Steve Hill, EAA 583395, DeWitt, To paraphrase the movie Field of Dreams, "If you build it, they will Illinois come./I EAA developed the deepest and broadest lineup of events, an­ Canon EOS 40D camera: nouncements, flight demonstrations, entertainment, and happenings Edward Leddy, EAA 14448, than ever before. And as a result, people did come and created one of Maryville, Tennessee the most event-filled, memorable conventions on record. Tickets for the 2009 EAA Share "The idea was to provide more value for the members and at­ the Spirit Sweepstakes aircraft-a tendees than ever before,/I Poberezny said. "Attendance at this year's new Flight Design MC light-sport event, coupled with the fuel and economic issues, validates the aircraft-will become available later unique relationship between the EAA members and Oshkosh, be­ this fall. tween the aviation community and Oshkosh, and between govern­ ment officials and Oshkosh. Pelton Receives "All EAA members should be proud of the results and, more impor­ EAA's Higbest Honor tantly, the impact their event has on the entire aviation community./I Numbers were up for homebuilts, warbirds, and vintage planes on the field. The North 40 was full much of the week. A record 23,000 youths visited KidVenture. Theater in the Woods saw its largest crowd ever on Wednesday night-an estimated 10,000 people-when come­ dian and ventriloquist Jeff Dunham appeared courtesy of RotorWay International. That same night, another 6,000 were at the EAA Fly-in Theater, presented by Ford Motor Co. and Eclipse Aviation, to hear Harrison Ford introduce Indiana Jones and the Temple ofDoom. AirVenture 2008 raised the bar for what the convention will be mea­ sured against in future years. As a result, planning has already begun for 2009. Late in the week Poberezny revealed three major themes are already confirmed: the appearance of Virgin Galactic's White Knight Two (and maybe SpaceShipTwo as well); highlighting mission aviation, people who use flight to conduct humanitarian efforts throughout the Jack Pelton and his award-winning world; and a Concorde reunion, inviting crews and passengers of the Cessna 195. world's first supersonic airliner. Mark your calendars: July 27-August 2,2009. Cessna Aircraft President and CEO Jack Pelton received the 2008

2 SEPTEMBER 2008 Freedom of Flight Award, EAA's week. Spend some time browsing highest honor, bestowed annually these videos, stories, and photos to Upcoming to an individual whose contribu­ relive the excitement of The World's Major Fly-Ins tions to aviation closely mirror the Greatest Aviation Celebration. integrity, entrepreneurship, and in­ Southeast Regional Fly-In novativeness of EAA members. Videos: Middleton Field Airport (GZH), Evergreen, EAA President Tom Poberezny Alabama said Pelton received EAA's high­ October 24-26, 2008 est award for three reasons. "We're www.SERFI.org recognizing Jack for his leadership Copperstate Regional Fly-In as chairman of EAA's Gathering of Casa Grande Municipal Airport (CGZ), Eagles; for his vision for supporting Casa Grande, Arizona the light-sport aircraft initiative, October 23-26, 2008 as evidenced by the announce­ www.Copperstate.org ment of Cessna building the Sky­ U.S. Sport Aviation Expo Catcher; and lastly, for his longtime Sebring Regional Airport (SEF), involvement in EAA that goes back Sebring, Florida to his days as a youth growing up January 22-25, 2009 www.Sport-Aviation-Expo.com in southern California as part of Link: www.EAA.org/video/ Chapter 1." airventure.html Aero Friedrichshafen Jack's contributions go beyond Messe Friedrichshafen, his position as chairman, presi­ Photos: Friedrichshafen, Germany dent, and chief executive officer April 2-5, 2009 www.Aero-Friedrichshafen.com/html/en of Cessna Aircraft Company­ where he actively influences na­ Sun 'n Fun Fly-In tional policy on general aviation Lakeland Linder Regional Airport (LAL), and is highly involved with indus­ Lakeland, Florida April 21-26, 2009 try organizations. www.Sun-N-Fun.org He is an EAA Lifetime member, belonging to EAA Warbirds of Golden West Regional Fly-In America, Vintage Aircraft Associa­ Yuba County Airport (Myv), tion, and International Aerobatic Marysville, California June 12-14, 2009 Club. Jack also supports numerous www.GoldenWestFlyln.org grassroots activities to expose kids to aviation, including the Build Virginia Regional Festival of Flight A Plane organization that gives Link: www.AirVenture.org/photos Suffolk Executive Airport (SFQ), Suffolk, Virginia young people the opportunity to May 30-31 , 2008 build airplanes. News and Feature Stories www.VAEAA.org "The access and venues for youth From AirVenture Today: are not like they were for me 40 Rocky Mountain Regional Fly-In years ago," he said. "Security at air­ Front Range Airport (FTG), Watkins, Colorado ports and fewer local air shows just TBD don't give kids the opportunity I www.RMRFI.org had to go hang out at the airport and bum rides. We have to work Arlington Fly-In Arlington Municipal Airport (AWO), much harder to ensure we share our Arlington, Washington story with kids so they can catch July 8-12, 2009 the excitement that we all found." www.NWEAA.org

@EAA.org EAA AirVenture Oshkosh Wittman Regional Airport (OSH), AirVenture 2008 videos, photo Oshkosh, Wisconsin galleries, and news archive July 27-August 2, 2009 EAA's website team posted more www.AirVenture.org than 100 videos, close to 250 sto­ Link: www.AirVenture.org/2008/ ries, and 30 photo galleries covering avtoday_index.html For details on EAA chapter fly-ins and other local aviation events, visit all the happenings at AirVenture­ www.EAA.org/events. with more videos being added every

VINTAGE AIRPLANE 3 Welch Airplane Help Brandon Abel, the grandnephew of Orin Welch, is looking for infor­ mation regarding the Welch air­ plane. Any information regarding the aircraft, plans, etc., is welcome. Please call Brandon Abel at 850­ 685-9207 (he's in the Pacific time zone) or e-mail him at brandon. [email protected].

VAA Hall of Fame Nominations It's Amazing What Can Be Accomplished in a Week As mentioned in last month's The dozens of meetings, work groups, and brainstorming sessions held annu­ issue of Vintage Airplane, the time ally at AirVenture Oshkosh involve many of aviation's movers and shakers, from the is at hand to submit nominations for the 2009 VAA Hall of Fame. We grassroots level to the top. The 2008 fly-in continued that tradition, as EAA hosted have a preferred address for those representatives from the FAA, all levels of industry, EAA chapters, type clubs, other of you who wish to send in a nom­ aviation interest groups, and thousands of individual aviation enthusiasts. ination. See last month's issue for The flying community flocks to Oshkosh because this is where you can see ev­ the nomination details, and send erything and everyone. People identify problems and opportunities and are able to it to: work on ideas, solutions, and strategies, all to keep airplanes flying, amateur build­ Charles Harris, P.O. Box 470350, ers building, aviators aviating, and preserve the dream of flight. Tulsa, OK 74147-0350. Representatives from the FAA always come to Oshkosh because it's a unique opportunity to meet and interact with aviation 's grassroots, hear concerns, and TFRWebsite work to solve problems. If you're like most of us, read­ Here's a list of just some of what was accomplished: ing a temporary flight restriction .VAA facilitated a series of six meetings with FAA staffers and vintage aircraft (TFR) listing written in all capital type clubs who requested face-to-face meetings to address their concerns. letters as it tries to delineate the • FAA representatives from the Small Airplane Directorate in Kansas City met boundaries of a TFR can be very with VAA and EAA staff to discuss the next steps in creating a new category of des­ confusing. The Federal Aviation ignated engineering representatives. Administration (FAA) recognizes • Members ofthe U.S. House of Representatives Aviation Subcommittee spent that the nature of the text-only a full day at AirVenture listening and talking with manufacturers, EAA members, TFR can be perplexing and may and other aviation enthusiasts. lead to inadvertent TFR intru­ .A number of working groups met to discuss refining light-sport aircraft (LSA) sions. To help combat that issue, ASTM standards to make them more user-friendly and to help usher in ground­ the FAA has created a website that breaking technological developments, such as electric-powered airplanes. you may wish to make a part of .One day FAA officials outlined proposed changes for administering and enforc­ your preflight briefing ritual. The ing the 51 percent rule. The next day, EAA staff and members had their say, and website, http://TFR.FAA.gov, high­ in the end, both sides did a lot of listening. lights in both text and graphical form the lateral boundaries of the . Warbirds of America and the National Association of Flight Instructors rep­ TFR and its effective times, as well resentatives met with regulators to resolve operating limitations and airworthi­ as defining its upper limits. While ness issues. the FAA plans on updating the site • Industry experts discussed proposed standards for unleaded aviation fuel in as often as possible, it is possible anticipation of 100 low-lead fuel being phased out. that a newly issued text TFR may . Safety statistics for LSA and amateur-built aircraft went under the micro­ not be listed immediately. A call to scope as EAA and FAA officials and others met to review and identify ways of flight service at 1-800-WX-BRIEF improving safety without adding new regulations. EAA also met with National (800-992-7433) or a briefing using Transportation Safety Board officials to answer that agency's concerns about the online Direct User Access Ter­ LSA safety and standards. minal System (DUATS) is the only Nick Sabatini , FAA associate administrator and an active pilot and strong sup­ way to make a final check on the porter of LSA and grassroots aviation, summed things up. "We don't work together latest TFRs that may be issued for just for the sake of working together. We work together because of the things we your route. can accomplish when we work together."

4 SEPTEMBER 2008 2008 EAA AIRCRAFT AWARDS

ANTIQUE Outstanding Cessna 120/ 140 Antique Grand Champion (Gold Lindy) D. Troy Westrum , Des MOines, lA, 1946 Cessna 120, NC76189 Addison Pemberton, Spokane, WA, 1928 Boeing 40C, 5339 Outstanding Cessna 170/ 180 Antique Reserve Grand Champion (Silver Lindy) Donald Lindholm, Phoenix, AZ, 1951 Cessna 170A, N1424D Jerry Wenger, Faribault, MN, 1935 Waco YPF, N15700 Outstanding Cessna 190/195 Transport Category, Champion (Bronze Lindy) Beau Bradley, Sheridan, MT, 1952 Cessna 195A, N252BB Jim Hagedorn, Old Crow Aviation, Columbus, OH, 1943 Grumman G-44 , N135MG Outstanding Ercoupe Customized Aircraft Ward Marsh, Dixon , CA, 1946 Ercoupe 415-CD, NC93337 Champion (Bronze Lindy) Outstanding Luscombe John Hill, Jr., Washington, NC , 1941 Waco UPF-7, N32071 Joe Champagne, Fairland, OK, 1949 Luscombe 8F, N48RR Runner-Up Outstanding Navion John Leppien , Alma, MI, 1940 Waco UPF-7, N30107 Gary Rankin , Camas, WA, 1947 Navion, N8969H Outstanding Outstanding Piper J-3 Kenneth Kreutzfeld, Port Clinton, OH, 1940 Howard DGA-15P, NC1227 Raymond Cook, Spring Grove , IL, 1946 Piper J-3C-65, N70971 Outstanding Piper Other WORLD WAR II ERA James Hudgin, Lewisburg, TN, 1948 Piper PA-17, N4612H Champion (Bronze Lindy) Outstanding Stinson William Rose, Barrington, IL, 1944 Grumman G-21A, N600ZE Earl Muenze, Columbus, OH, 1947 Stinson 108-2, N8055K Runner-Up Outstanding Swift J. Holmquist, 1949 Beech Staggerwing D17S, N19493 Swift Museum, Athens, TN , 1948 Globe GC-1B, N78271

BRONZE AGE (1937· 1941) Outstanding Limited Production Richard Epton, Brooks, GA, 1949 BOcker BU-181, N94245 Bronze Age Champion (Bronze Lindy) Michael Vaughan, Charleston , IL, 1940 Howard DGA-15P, N22410 Preservation Ray Johnson, Marion, IN, 1947 Aeronca 11AC, N3469E Bronze Age Runner-Up Larry Boehme , Jacksonville, NC , 1941 Waco UPF-7, N180LN Preservation Terry Chastain, Pacific, MO , 1952 Rawdon T1 , N5160 Bronze Age Outstanding Closed-Cockpit Monoplane Glenn Larson, Sarasota, FL, 1939 Cessna C-165, N19498 Custom Class A(0-80 hpj Tim and Larry Geldermann, Hartland, WI, 1947 Aeronca 7AC, N3506E Bronze Age Outstanding Open-Cockpit Monoplane Gary Kozak, Downers Grove, IL, 1940 Ryan Aeronautical ST-A Special, N8146 Custom Class B(81-150 hpj Merrel Kenneth, Mayflower, AR, 1946 Funk B-85-C, NC81137 Bronze Age Outstanding Open-Cockpit Biplane Curtis Arnold, Toronto, ON, Canada, 1941 de Havilland Tiger Moth, CFTBS Custom Class C(151-235 hpj Hal Cope, Spring, TX, 1946 Temco GC-1B, N3303K SILVER AGE (1928·1936) Custom Class D(236 hp & higher) Silver Age Champion (Bronze Lindy) James Nezgoda, Sandy Valley, NV, 1947 Republic RC-3, N6325K Ted Davis, Broadhead, WI, 1929 New Standard D-25A, NC7286 Best Custom Runner-Up Silver Age Runner-Up Michael Lewis, Carmel , IN , 1953 Cessna 170B, N4567C John Seibold, Rancho Santa Fe, CA, 1929 Curtiss Wright Travel Air A-6000-A N4942V CONTEMPORARY ( 1956·1970) AWARDS Silver Age Outstanding Closed-Cockpit Biplane Grand Champion, (Gold Lindy) John Thomason, Sonoma, CA, 1936 Waco YKS-6, N16522 Stephanie Allen, Mukilteo, WA, 1969 Cessna 172K, N78797 Silver Age Outstanding Open-Cockpit Biplane Reserve Grand Champion, (Silver Lindy) Historic Aviation Museum, Creve Coeur, MO, 1929 Zenith Z6A, N392V Mark Malone & Miles Malone, Camarillo, CA, 1963 Beech Travel Air, N234M Class I Single Engine (0-160 hpj, (Bronze Lindy) CLASSIC (SEPTEMBER 1945 THRU 1955) Bob McBride, Mineola, TX, 1963 Cessna 150C, N14TX Grand Champion (Gold Lindy) Class II Single Engine (161-230 hpj, Bronze Lindy Joe Dobransky, Allen, TX, 1946 Piper J-3C-65 , N70111 Roger Florkiewicz, Schererville, IN, 1968 Piper PA-28R-180, N65KF Reserve Grand Champion, (Silver Lindy) Class 11/ Single Engine (231-up hpj (Bronze Lindy) Charles and Robert Parish, Tullahoma, TN , 1952 Beech 018, N4477 Thomas McKim, Winston-Salem, NC , 1967 Piper PA-24-260, N9171P Class I (0-80 hpj, (Bronze Lindy) Custom Multiengine (Bronze Lindy) Joel Severinghaus, Des Moines, lA, 1946 Taylorcraft BC, N96130 Robert Tanner, Little Rock, AR, 1970 Piper PA-39, N8871Y Class II (81-150 hpj, (Bronze Lindy) Outstanding Customized (Bronze Lindy) Rick Michalek, Keosauqua, lA, 1953 Piper PA-22 , N3314A TonyMiller, Warsaw, IN, 1957 Beech E18S, N90TT Class 11/ (151-235 hpj, (Bronze Lindy) Outstanding Beech Single Engine, Outstanding in Type Doug Grevatt, Danbury, CT, 1952 Beech C35, N5050X Mario R. Sotolongo, Ann Arbor, MI, 1964 Beech S35, N6855Q Class IV (236 hp & higher), (Bronze Lindy) Outstanding Beech Multi-Engine, Outstanding in Type Jonathan Scholl, Plano, TX, 1952 Cessna 195, N195BL Rasmus Nielsen, Seattle, WA, 1959 Beech G18S, N565US Best Custom Outstanding Bellanca, Outstanding in Type Bronze Lindy, Duane Oosterhuis , Ozark, MO , 1946 Luscombe 8A, Nl071K Rich Moehling, Cleveland, OK, 1969 Bellanca 17-30, N7346V Outstanding Aeronca Champ Outstanding Cessna 170/ 172/ 175, Outstanding in Type William Pancake, Keyser, WV 1946 Aeronca 7AC, N1890E Gary Grimmonpre, Huntley, IL, 1956 Cessna 172, N5054A Outstanding Bellanca Outstanding Cessna 180/ 182/ 210, Outstanding in Type Kevin Gassert, Cincinnati, OH 1946 Bellanca 14-13, N74241 Kathleen Royer, Port Orange , FL, 1965 Cessna 180H, N65LG continued on page 39

VINTAGE AIRPLANE 5 An egr cabin-class monoplane from 1929

BY SPARKY BARNES SARGENT

borne out in actual flight tests .... Its stability and easy fl ying qualities were also carefully worked out in wind tunnel tests, and pilots who have flown it say that it is the nic­ est flying plane, and the easiest to fly, in its class." Additionally, a company adver­ tisement in a 1929 issue of Aviation magazine promoted the Robin's "ri­ gidity, ruggedness and durability," proclaiming that "detail after de­ RobiD: 3-place C.biD oooplane tail, the Curtiss Robin proves itself Corti.. If CbaUeo,er" iD tailed. a plane that's built to last." Epton 1929 ad from Aviation magazine. This is a Robin with a Curtiss Chal­ heartily bears testament to the Rob­ lenger engine, excerpted from the entire ad . in's performance and durability; he delights in owning and flying his 79-year-young Robin. - Flying the Robin "She flies beautifully straight, and she's got a big wing, so short field performance is quite exceptional, even with full fuel and three heavy men aboard," says Epton. "She flies and performs like a very heavy Piper Cub. I fly it every weekend, and I give rides all the time. After The poster board leaning against the Robin is promoting the Curtiss all, these airplanes are for sharing. I own it today, and in 50 years' time World Endurance Record. I won't own it-somebody else will, Built for Durability in the June 1928 issue of The Avia­ so we're all just caretakers." The Curtiss Robin debuted in tor touted the fabric-covered Robin Recalling his first flight in the March 1928. Designed and built by as the first closed-cabin plane in Robin, Epton chuckles and says, Curtiss Aeroplane & Motor Com­ the "popular-price field, " selling for "When I went to Florida to col­ pany of Garden City, New York, the less than $4,000. Its fuselage was lect this from Ron Waldron and monoplanes were manufactured at built of chrome-molybdenum steel his 'partner in crime' Harry Wool­ Curtiss-Robertson Airplane Manu­ tubing, the main gear had a wide, dridge, I asked them to put the orig­ facturing Company in Anglum (St. 96-inch tread for safe landings and inal dual controls back in it, just so Louis County), Missouri. (This is taxiing, and a steerable tailskid fa­ one of them could sit in the back," now the location of Lambert Field.) cilitated ground maneuvering. Its recounts Epton. "Well, Harry was In 1929, Curtiss Aeroplane and wing ribs were built of lightweight, elected, and he promptly folded Wright Aeronautical merged and corrosion-resistant Alclad duralu­ his arms and almost went to sleep! became the Curtiss-Wright Airplane min mounted on spruce spars. There was a 25-mph wind blowing Company. All told, more than 750 "Every precaution has been down the runway, and I asked him Robins were manufactured before taken to make the cabin wind- and what the stall speed was. He said, production ended in 1930, and to­ weather-tight and as nearly sound­ 'I don't know.' What's the rotation day there are about 50 Robins listed proof as possible. Thus passengers speed? 'Not quite sure.' Landing on the FAA Registry. in the Robin may enjoy their flights speed? 'You'll know.' So then Harry Various models of the Robin were under any weather conditions with­ said, 'Just line it up, do nothing manufactured, powered by a vari­ out burdening themselves with spe­ with the stick, and keep it straight ety of engines. The first Robin was cial clothing, goggles, helmets or with the rudder-it will track abso­ powered by the water-cooled OX-5 other clumsy paraphernalia.... The lutely straight. By the time you ad­ (military surplus) and won popu­ performance characteristics of the vance the throttle and hit the stop, larity soon after its debut in 1928. Robin, predicted from careful wind she'll be showing 1800 rpm; the tail An article titled "The 'Robin,' First tunnel tests months before the ship wheel will already be up and then Curtiss Light Commercial Plane" was ever flown, have been fully you'll be airborne.'

8 SEPTEMBER 2008 Removing the old fabric from one of the Robin's The fuselage is painted and on its gear, with the wings in May 1996. Wright J6-5 Whirlwind engine mounted.

Waldron, Wooldridge, and Epton (left to right) on Epton lifts off, with Wooldridge in the rear seat. the occasion of Epton's first Robin flight. "So that was basically it. We indi­ He's a natural with the airplane." I have to shuffle to the edge of the cated 80 mph cruising around, and He advised Epton to remove the seat, take a very good look around my recollection of landing speed dual controls for his flight home to the sky, then dive down to the floor is somewhat vague because I was Georgia, since the installation of and reach for the valve while bend­ kind of busy on that first flight, stir­ the rear controls required the pilot's ing around the control stick and ring the soup with a big stick! But I seat to be moved 6 inches forward, trying not to push it around!" seem to recall it was around 55 mph thus making it uncomfortably close Epton's second cross-country in over the fence, and as soon as the to the instrument panel. But Epton the Robin was from his home in throttle's pulled back and the nose is didn't heed that suggestion, and af­ Brooks, Georgia, to Lakeland, Flor­ raised slightly, the airspeed immedi­ ter battling a strong head wind to ida. He departed on Sunday after­ ately goes to zero. That does enable his first stop, he had covered only noon and landed at Valdosta for you to do beautiful three-point land­ 105 miles in 2-1/4 hours and wel­ the night. The next morning dur­ ings, and those big gear are like two comed the opportunity to land ing his preflight inspection, he hands just feeling for the ground. on the welcoming grass runway at was dismayed to discover that the She really kisses h erself onto the Fitzgerald, Georgia. Wright's front exhaust collector runway most of the time. I've never "When I got out I couldn't walk! had cracked. bounced her, and I've never done a So I changed it back to single con­ "Fortunately, Walt Bazemore, wheel landing, because she just sets trols, per Ron's advice/, says Epton. who is the new owner of Cham­ herself up so perfectly." "Not only does that give me more pion Air, the on-site maintenance Waldron, who watched Epton's room for my legs, it also allows more facility, put the Robin in his han­ first flight with interest, says, "Rich­ maneuvering space when switching gar right away and went to work ard made the most wonderful land­ the fuel valve, which is located on on it at 8 o'clock that morning/' ing I've ever seen in my life, on the the floor between the rudder ped­ says Epton, "and by 4 o'clock that first flight he ever made with it! als. That's an interesting procedure. afternoon, his buddy Joey, who is a VINTAGE AIRPLANE 9 marvelous TIG welder, showed up and took the collector to his shop. By 10 o'clock that night, he had finished welding it, and we took it back to the airport where Walt and his mechanic Ben worked until 1:30 the next morning. They really did a great job, very willingly. It was all about getting me to Lakeland."

Passenger's view of the cabin. The engine bolts to a 1-1/2-inch­ With the skylight and full-length thick metal-reinforced plywood windows up front, the pilot and board, the plywood bolts to the en­ passengers have a great view. gine mount, and then the engine mount bolts to the firewall/airframe, without the aid of rubber bushings.

It took 20 hours for Rick and Lori Mullinax of 1000 Signs in Fayette­ Close-up view of the data plate on ville, Georgia, to hand-paint the the instrument panel. Candler Field logo and trim stripe.

to SEPTEMBER 2008 Robin Restoration seats. He called to inquire, thinking the first airplanes manufactured N781M's return to flying status that the seller would want a fortune with metal ribs," says Waldron, is primarily due to Waldron's ef­ for them if they were in good con­ IIand a few years later, the ribs were forts. In 1996, after Waldron had dition. "He was an older guy and all bending because the cotton was finished building a Travel Air 4000, told me that when he put them stretching so tight across them. he was offered the opportunity to in his barn in 1940, they were in Curtiss-Wright came out with a buy a Curtiss Robin project-and good shape," recalls Waldron. "He manufacturer's service letter stating he just couldn't refuse. After all, he only wanted $300 for them, but that plywood had to be attached to had grown up around scale mod­ wouldn't ship them, so Harry and the ribs. [That letter stated I • •• the els of the Curtiss Robin because it I drove up to Toledo, Ohio, to get stamped metal ribs have a tendency was his father's favorite airplane. them, and we also picked up some to collapse, especially on the top So he and his buddy Wooldridge extra wing lift struts from him." side and to roll down until they are flew the airlines from Florida out Waldron built two new doors for flat on top, on a line with the tops to California. Waldron purchased the airplane, using one old and rot­ of the front and rear spars.'] So I the project from Charlotte Nelson ting door frame as a pattern. The straightened the ribs that I had and and says he "actually ended up Robin originally had a skylight as riveted plywood the whole length with one and a half Robins. I had well as sliding windows in the doors of them, front to rear, to make a four wings, a fuselage of another and on the left-hand side of the fu­ solid rib." Robin, lots of parts, and a Wright selage-plus full-length windows When it came to the landing J6-5 engine. We rented aU-Haul on either side of the pilot's seat. He gear, Waldron needed a bit of help and drove 50 mph all the way back fabricated the wooden framework from another source. So he con­ across the country." and metal trim pieces for those tacted Dick Fischer in California. Although he had numerous and discovered that "there's some "He was the biggest help of any­ parts, there were items he didn't pretty fancy woodwork up around body. I needed springs for the oleo have-such as seats. Scanning the skylight, and the luggage com­ gear legs, and he had some extras through Trade-A-Plane one day, he partment was originally bigger and on hand that he'd had made up," saw an ad for original Robin wicker deeper-you could crawl inside it! recalls Waldron. II He also had some So I built a little one, because you tail wheels made up that looked like Below: The Robin has oleo-spring really don't need all that space." the ones that Robins had, after they outrigger-style gear. He ordered new spruce for the switched over from the tailskids." heavy "I-beam" wing spars and The most challenging aspect spent a considerable amount of of the project was the paper­ time straightening the original work, since the type certificate for wing ribs. the Curtiss Robin C-1 listed the

II As far as I know, this is one of Curtiss Challenger R600 as the

VINTAGE AIRPLANE 11 approved engine installation, and said he had a standard airworthi­ Mississippi, brothers Fred and Al­ not a Wright J6-5. Waldron chuck­ ness certificate for me, so it all gene Key set a world record for sus­ les in retrospect, explaining, "The worked out okay." tained flight when they flew Ole FAA guy told me I had to get a let­ Waldron installed Ceconite fab­ Miss, a Robin J-l Deluxe, for 653 ter from the manufacturer regard­ ric on the airplane and finished hours and 34 minutes during the ing the change in engine types. He it with Air-Tech Coatings, using a summer of 1935. These Robins re­ didn't know what a Curtiss Robin color scheme similar to the origi­ ceived aerial refueling in order to was! A DAR [designated airworthi­ nal-cream for the wings and tail stay aloft and had been modified ness representative] came out and and orange for the fuselage. The with catwalks for in-flight engine gave me an airworthiness certifi­ Curtiss Robin took to the skies maintenance and a larger fuel tank, cate, and the next day he called again in 2004. It was the first time plus an access panel atop the fuse­ me and told me to send it back to it had flown since 1942, when it lage for receiving supplies while him. I asked him, 'What do you was dismantled and placed in airborne. Robins were also flown in mean?' He told me he had to come storage during World War II. (As air races and National Air Tours in back out and give me a special air­ for Waldron, he and Wooldridge the 1920s and early 1930s. Perhaps worthiness certificate for experi­ bought a 1929 Travel Air Model the most amazing feat was that of mental exhibition because of the 10-D project from Nelson in 2004, Douglas "Wrong Way" Corrigan in engine change. So even though which they completed to award­ 1938; instead of flying back to Cal­ Curtiss did install the Wright J6-5 winning status in 2007.) ifornia from New York, he flew his on another production model of Wright Whirlwind-powered Robin the Robin [1-1], I had to get all Robin Records solo across the Atlantic and landed the paperwork I could. A guy up The Curtiss Robin was quite pop­ in Dublin, Ireland. His proposal of in Minnesota had put a J6-5 on a ular during its heyday, and several such a flight had been disallowed Robin that originally had an OX­ intrepid aviators chose the mono­ by authorities, so he just blamed 5, so he gave me copies of that pa­ plane for their attempts at record his easterly heading on an inaccu­ perwork. I gathered more through setting. In St. Louis, Missouri, For­ rate compass. the ' Robin's Nest' Curtiss Robin rest O'Brine and Dale Jackson flew Another Robin was owned by type club, and I sent everything the St. Louis Robin C-l for just over the Daily Gazette in rural Nebraska, in to the FAA. About four months 420 hours, 21 minutes, and 30 sec­ where it was used for airborne later, the DAR called me up and onds in July 1929. In Meridian, newspaper delivery. The airplane is

12 SEPTEMBER 2008 wasn't among those flown for re­ When I would tell them Lincoln­ cord-setting flights, it is just that shire, they would say, 'Ah! The type of history that inspired him Poacher!' Hence my nickname has to own and fly a Curtiss Robin. been 'The Poacher' for many years. And perhaps it may be said that My mother, Marjorie Epton, still N781M is on its way to making its lives in Lincolnshire, and not only own mark in modern-day aviation. does she make the world's greatest Among the appreciative onlook­ shepherd's pie, she has also been ers at Sun 'n Fun were the aircraft my biggest supporter in everything judges, who awarded it Best Silver I do! So when she asked me if I was Age antique. going to put The Poacher's name True to his English roots, Epton on the Robin, 'Of course' was my has fondly given N781M the nick- reply. Hence the Poacher's Pony was "It's just a beautiful aeroplane. Every time I go into the hangar and she's there in her glory with the morning sun coming in on her, I can't wait to push her out and turn her into the wind!" - Richard Epton

currently displayed at The Museum name of Poacher's Pony, which has born. I'm an Englishman, and this of Flight in Seattle. According to been painted on the cowling. is my ride." the museum's website, it was nick­ "When I was a budding young­ The Poacher's Pony will occasion­ named The Newsboy because it was ster playing cricket in England, I ally be stabled at Ron Alexander's new flown "380 miles a day to deliver was from a county called Lincoln­ Candler Field Museum at the Peach 5,000 newspapers to 40 towns.... shire," explains Epton with a twin­ State Aerodrome (identifier GA02, At each town, pilot Steve Tuttle kle in his eye, "where folklore has www.peachstateaero.com) in Wil­ would drop a bundle of newspa­ a character known as 'The Lincoln­ liamson, Georgia, in the near future pers out a hole in the bottom of the shire Poacher.' I went on a cricket (hence the hand-painted Candler Field fuselage." tour around Europe when I was 16 logo on the Robin's fuselage), where with a bunch of professional and Epton plans to appear in period cos­ Poacher'.1 Pony semiprofessional players, and they tume and continue giving rides to those Although Epton's airplane would ask me where I was from. tempted by a taste ofyesteryear......

VINTAGE AIRPLANE 13 Carolinas-Virginia VAA CHAPTER 3 FLy-I N Alamance County Airport

BY JACK Cox

he Carolinas-Virginia An­ because everyone was concerned collector and restorer. It was from tique Airplane Founda­ about the effect of high fuel prices Britt that author Richard Bach ob­ tion, otherwise known as on attendance. It didn't seem to tained the Parks P-2A he would im­ T EAA-VAA Chapter 3, held matter a lot-the display area was mortalize in his books Biplane and its annual Spring Fly-In at the Ala­ full of airplanes on Saturday, and Not hing by Chance. By the late mance County Airport (BUY) near the awards banquet that evening 1960s, the group's annual Spring Burlington, North Carolina, dur­ was a full house. and Fall Fly-Ins had become the ing the first weekend in May. In Chapter 3 is a rather unique largest sport aviation events held contrast to the past few weather­ group. It was chartered as a three­ on the East Coast and would main­ plagued years, the 2008 event en­ state nonprofit foundation in the tain that distinction until the Sun joyed good weather and, as a result, early 1960s by the late Evander 'n Fun Fly-In at Lakeland, Florida, an encouraging turnout of both air­ Britt, a Lumberton, North Caro­ came along in the mid-1970s. With craft and drive-ins. "Encouraging" lina, attorney and antique airplane members spread out over three

Jack and Glinda Hill's Show Grand Champion 1941 Waco UPF-7, N32071.

14 SEPTEMBER 2008 states-North and South Carolina and Virginia-the group has never held monthly meetings, as do most local chapters, relying instead on its two fly-ins and its bimonthly news­ Chapter 3's logo features Er­ letter, Antique Airways, for com­ nie Webb's award-winning 1928 munication and cohesiveness. OXX-6 powered Travel Air 2000, When EAA's Antique/Classic Di­ which brought widespread recog­ vision (now VAA) was formed in the nition to the chapter in its early early 1970s, the Carolinas-Virginia days in the 1960s. Antique Airplane Foundation be­ came affiliated as Chapter 3 and has been an active part of EAA activities ever since. A number of its members became part of the national scene. Brad Thomas and Butch Joyce each served long terms as president of the The evening ended with the presentation of awards by Chief EAA Antique/Classic Division and Judge Xen Motsinger. The winners were: its successor-in-name, the Vintage Aircraft Association. Evander Britt Best Experimental-2002 RV-6 , N164N, Tommy Newkirk, Gar­ and Morton Lester served as mem­ land , North Carolina bers of the Antique/Classic board of Best Warblrd­ 1943 North American SNJ-5C, N3JC, Larry Morris, directors, and Morton also served as Concord, North Carolina a member of the EAA Aviation Foun­ dation board of directors. Susan Best Single Engine Contemporary-1957 Cessna 172A, N8377B, Dusenbury is a current and longtime Bob Schaefer, Tryon , North Carolina member of the EAA board of direc­ tors-and is the current president of Best Multi-Engine Contemporary-1967 Cessna 310, N221MB, Chapter 3. Jack and Golda Cox, who C.T. Mendenhall, Sophia, North Carolina produced Antique Airways during the 1960s, became members of the Best Classic 0-65 hp­ 1946 Taylorcraft BC-12D, N95525, Bill EAA headquarters staff in January of Brown, Gibsonville, North Carolina 1970 and would head EAA's editorial Best Classic 66-100 hp-1947 Cessna 120, N2613N, Joe and department until their retirement Roxanna Mancusi, Raleigh, North Carolina and subsequent return to North Carolina and Chapter 3 in 1999. A Best Classic 101-150 hp-1948 Swift, N3849K, Jeff and Donna number of Chapter 3 members have Smith, Asheboro, North Carolina served as showplane judges at Sun 'n Fun and EAA AirVenture Oshkosh Best Classic over 150 hp-1946 Bucker Jungmann, N191X, over the years, and several continue Steve Hawley, St. Matthews, South Carolina to do so today. Chapter 3's fly-ins are open to the Custom Classic­ 1948 Piper PA-15/ 17 Vagabond , N4309H, Frank public but are basically twice-a-year Moore, Wake Forest, North Carolina reunions of its members. Days are spent visiting in the shade of the Longest Distance-Gary Collins, Goshen, OH - 1954 Cessna high-wing airplanes, admiring and 170B, N1981C,­ Gary was accompanied by his friend Howard photographing the showplanes, Wells, who celebrated his 86th birthday during the fly-in. giving buddy rides, and making fly­ bys ... although with $S plus avgas, Grand Champion Classic-1952 Cessna 195, N1571D, Stan and the latter were noticeably down Sandy Sweika r, Dameron , Maryland this year. Various type clubs often join in the fun, and this year the Er­ Show Grand Champlon-1941 Waco UPF-7, N32071, Jack and coupe Owners Club took part, with Glinda Hill, Washington, North Carol ina the group's founder, Skip Carden, leading a forum on the type. Congratulations to all! Friday night is reserved for either an on-field barbecue or dinner at a

VINTAGE AIRPLANE ts Stan and Sandy Sweikar's Grand Champion Classic 1952 Cessna 195, N1571D.

nearby facility, followed by a get­ together at the host motel for more visiting and viewing vintage avi­ ation movies. An awards banquet is held on Saturday night that in­ cludes a featured speaker. The speaker at Burlington in May was VAA Treasurer Charlie Harris of Tulsa, Oklahoma. Harris is one of the founders and the driving force behind the Biplane Fly-In held each year at Bartlesville, Oklahoma, the longtime editor of the VAA Chapter 10 (Tulsa) news­ i:3 letter, and the owner of a collection ~ of beautifully restored showplanes. -&--...... ------~ 8 An excellent, entertaining speaker, Charlie Harris and Susan Dusenbury.

16 SEPTEMBER 2008 Harris detailed the purposes and fo unding of the Biplane Fly-In and its ancillary efforts to h onor the men and women who have served our country in the military services. He concluded by urging support of the construction of the EAA Found­ ers' Wing within the EAA AirVen­ ture Museum at Oshkosh-a facility to display Paul and Audrey Pober­ ezny's 55-year collection of EAA historical material. Special guests at the Burling­ ton fly-in were VAA National Di­ rector Bob Lumley of Brookfield, Wisconsin, and Director Emeritus Jeff and Donna Smith's Best Classic 101-150 hp 1948 125 Swift, N3849K. John Turgyan of New Egypt, New Jersey. Harris, Lumley, and Turgyan in other areas of the country. Roxboro, North Carolina, airport have been members of Chapter 3 On Sunday morning, a num­ for a fly-out brunch at the Home­ for years, even though they reside ber of pilots flew to the nearby stead Restaurant, with reservations and arrangements for ground trans­ portation made by Skip Carden. Special thanks are due to Chapter 3 President Susan Dusenbury and Vice President Ron Normark, who handled most of the advance prep­ arations for the fly-in, plus all the chapter volunteers who assumed the various on-field duties during the weekend. Next up for Chapter 3 is its Fall Fly-In, to be held the weekend of October 3-5, 2008, at Woodward Field (CDN) in Camden, South Car­ olina. For fly-in formation, call Jim Jim Wilson (in the black cap) hard at work interviewing subjects for ar­ Wilson at 843-753-7138 or e-mail ticles in Chapter 3's newsletter, Antique Airways, with his Waco YK5-6 in him at [email protected]. the background. Jim and his wife, Eileen, flew the Waco to Alaska last year. Everyone is welcome......

Steve Hawley's Best Classic over 150 hp 1946 Bucker Jungmann, N191X.

VINTAGE AIRPLANE 17 Light Plane Heritage

ORI GI NALLY PUBLISHED IN EAA Experimenter DECEMBER 1991 Remember the Klemm Part III, The Young Baron's Great Adventure

BY BOB W HITIIER

Last month we told you about how in 1929, 22-year­ of U-2s overflying their country. However, a visit was old EK. Baron von Koenig-Warthausen of Germany made somehow arranged. a nonstop flight from Berlin to Moscow-and kept on go­ Alas, on passing through the magic door, EK. found ing. We left him making his aerial way from Shiraz to himself inside an ordinary-looking home in which four Bushire in what was then Persia and is now Iran. not at all glamorous women were going about routine The latter city had a good airport on which were household tasks. This, he was solemnly assured, was one based representatives of the Junkers aircraft firm and of Bushire's finest harems. Well, so much for harems. some of their all-metal commercial monoplanes. Talking with the Junkers people, F.K. decided that They took their young fellow countryman under their the most logical option open to him would be to fly on wing-both figuratively and literally. They showed to Karachi on the west coast of India (now Pakistan). him the town and sheltered his little Klemm from the There he could get a steamer bound for Germany. broiling sun under the wing of a big Junkers. So he said farewell and headed eastward along a coast­ In Bushire, EK. was thrilled to receive a telegram in­ line where the climate proved to be so unbelievably hot forming him that his Berlin to Moscow nonstop flight and arid that he sighted not one speck of green. By that had won him the coveted Hindenburg Cup. There he time he had learned that pilots of open-cockpit air­ also met his hero, Baron von Huenefeld (pronounced planes in that part of the world routinely wore typical Hoonfeld), who had been one of the crew of the Junk­ pith helmets while flying in order to avoid sunstroke. ers Bremen that made the first east-to-west crossing He stopped for two days at Bandar Abbas on the of the Atlantic in 1928. This airman had stopped in north side of the Strait of Hormuz. The British consul Bushire while on a flight to the Far East. there (remember, EK. spoke English well) had the only EK.'s stay in Bushire had its amusing moments. A lo­ car in town and also the only house with electricity. cal potentate heard that EK. was on his way there and This place was said to be the hottest town in the world became quite excited. Expecting a monarch in a top hat and was made all the more oppressive by high humid­ and swallowtail coat to emerge with great pomp from ity and thick swarms of flies. a polished and majestic Junkers, he was indeed flus­ He sighed with relief as he left this hellhole behind, tered when what looked to him like a kid hopped out of both for the foregoing reasons and because the soft the cockpit of a travel-begrimed little Klemm. It seems sand there had so hindered his takeoff that he barely he knew that the word Koenig means king in German cleared a power line. Then he set course for Cape Jask, and assumed the king of Germany was going to honor another obscure coastal town looking out over the Bushire with a visit. Too bad about that. Gulf of Oman. After an hour of following the coast­ Our hero expressed a keen interest in seeing for line, he noticed a worrisome sound coming from the himself one of the fabled harems of old Persia. This engine. He chose a place to set down and found that called for much string-pulling on the part of the Junk­ one of the cylinder hold-down bolts had broken, prob­ ers people because the Persians took as dim a view of ably from his having overtightened it. foreigners intruding in this way as the Soviets later did So he nursed the Klemm back to Bandar Abbas,

Editor's Note: Longtime aviation enthusiasts will recognize the byline of Bob Whittier. Bob has been a regular con­ tributor to EAA publications since the founding of the organization, as well as a knowledgeable author for other avia­ tion and boating magazines. Bob's Light Plane Heritage series in EAA's Experimenter magazine often touched on aircraft and concepts related to Vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF

1 8 SEPTEMBER 2008 As he glided in to land, he was startled to see the whole huge crowd was running right into his path. None of them had the slightest knowledge of the operating peculiarities of these new fly­ ing machines, of course, so he gunned the engine and came in on a different ap­ proach-and the same thing happened again! This insane game went on for 20 mad­ dening minutes until the o local telegraph operator real­ ~ ized what was going on and ~ managed somehow to clear ~ the field. ~ The sand was so soft ~ that only the Klemm's very low landing speed avoided a nose over. The pith hel­ met had shielded the top of In California, Baron von Koenig-Warthausen (center) poses with Tommy Tomlinson, F.K.'s head, but the intense then chief pilot for Maddux Airlines and later prominent in the development of ma­ sunlight unequally reflected jor U.S. airlines, and Charles Spicer, builder of Grand Central Air Terminal. Ripples from the broiling desert and on the fuselage below the cockpit indicate thinness of the plywood covering. the sea had badly sunburned the shoreward side of his where the consulate's mechanic made up a new bolt. face, while leaving the seaward side unaffected. He Unfortunately, he used one of the shop's British taps didn't realize this until later when he was shocked to and the resulting thread simply would not go into the look into a mirror and see that he now had a black­ engine's metric-threaded hole. After searching all over and-white face. the plane, F.K. removed one of the propeller hub bolts Pressing on, he finally reached the large city of Ka­ and was relieved to find that it would fit the engine rachi in India and was happy to land at a good airport properly. He replaced the "stolen" bolt from the hub having ample facilities. Royal Air Force personnel sta­ with a British one for which a suitable nut was avail­ tioned there made him their guest of honor at their fa­ able. A test hop showed no noticeable vibration, so he cility, which was like a country club. They made him landed, loaded up, and took off again. so welcome, in fact, that he remained there for five He found Cape Jask to be another godforsaken town, enjoyable weeks. As but one example of the interest­ it having no car at all. This required him to quickly ing things he did, the city's mayor took him on several learn the fine techniques of riding a donkey. The help­ hunting trips. ful telegraph operator there advised him to follow the Intriguing things his RAF acquaintances told him telegraph line for the SOO-mile flight to Pasni in Bal­ then made him drop the idea of boarding a steamer, uchistan. This would call for a longer flight but a far and instead fly across India to Calcutta in the eastern safer one. If he were to be forced down, he could climb part of that country. He took off from Karachi on De­ a pole and cut a certain wire. This would alert opera­ cember 17 and followed the railroad and rivers across tors to the fact that he was down and would enable mostly desert country with stops at Uterlai, Jodh­ them to ascertain just where he was. pur, Nasirabad, and Agra. At Agra, the desert abruptly The air was so dreadfully hot that he felt compelled changed to a lush green valley, and he landed on a to fly out to sea a bit to escape being baked alive, but splendid turf airfield. he kept close enough to the shoreline to keep the tele­ A two-day stopover here gave him time to see the graph poles in sight. This was one of the many times fabled Taj Mahal. On taking off later he circled to get a when he was thankful for the Klemm's generous glid­ rare view of it from aloft and then followed the Ganges ing ratio. On arriving at Pasni, he found that the air­ to Allahabad. In this fertile valley, he flew over a great field was swarming with excited natives who had heard many small, crowded towns and began to understand that a real aeroplane was coming-truly a sight not to why India at that time had a population of 300 mil­ be missed! lion (now it is 843.93 million [and now 1.1 billion in

V I NTAGE AIRPLANE 19 2008!-HGF]). He learned that the airfield at Allahabad he had done quite enough of risking his neck in wild was at that time the only civilian one in all of India, and remote places and should forthwith come home. the rest being RAF establishments. But RAF personnel at Calcutta's airfield had helped him While sightseeing on the ground, he observed that do an excellent overhaul on the Klemm's engine, and it many people were spitting blood, and he shuddered now ran beautifully. So on to Singapore it would be! at how prevalent tuberculosis was in that backward On February IS, 1930, he took off and headed for county. Then he chanced to learn that what he was Akyab in Burma (now Sittwe, Myanmar), a SOO-mile seeing was merely spittle-stained red from the natives' flight which would take at least six hours. The first habit of chewing betel nuts. part of this flight took him over an extremely lonely He then flew on to the holy city of Benares where 200-mile-wide muddy lowland in the region where the he was quickly informed that a cholera epidemic was Ganges and the Brahmaputra River merged. That bad raging and advised that he should not stay there any stretch behind him, he then flew over alternating jute longer than necessary. Hundreds of corpses were being fields and stretches of forest. Then he picked up and cremated on the riverbank, and as he circled to gain began to follow the shoreline of the Indian Ocean. He altitude he gagged as he flew through a pall of smoke noticed that there was no beach. The ocean and forest carrying the odor of burning flesh . met in a very distinct line with no place at all to set The next stop was Gaya, and down safely in an emergency. when he arrived there he circled Looking down on the forests, he repeatedly trying to locate the air­ On the morning of sighted many wild elephants and real­ field. Failing to find it, he set down ized that even though he might make on a dried-out rice field. Someone July 12, he left his a safe forced landing in the treetops, then informed him that the air­ hotel and hailed a getting to civilization would pose an port was 10 miles outside the town. entirely new set of difficulties. Fortu­ He had to get workmen to make taxi to go out to nately, the little Mercedes kept purr­ an opening in a clay dike that bor­ the airport. ing steadily. dered the rice field, to get enough He knew he had entered Burma room to take off. The next thing he when he began to spot more and more Gaya to Calcutta was a six-hour pagodas and was glad to land on the flight, which he was obliged to knew, he woke up at Fokker company's excellent field at make at an altitude of only 500 5 p.m. in a hospital Akyab. That turned out to be a large, feet because the engine had devel­ modern city that was full of automo­ oped a falling off of power. It ap­ room with doctors biles. The funny thing was, they were pears that the desert dust drawn hovering over him. all quite unable to travel beyond the in through the carburetor was the city limits because there were just sim­ cause. But happily this flight was ply no roads out there! over flat river valley country, and once in Calcutta, he He planned to continue on to Rangoon as soon as was glad to be offered a room in the German consul's he had refueled, but had to accept an invitation to comfortable home. stay for a few days at the home of the manager of the There he observed Christmas and New Year's Day British Oil Company establishment. It seems that the and found it to be a strange feeling to do so in swelter­ only available field in Rangoon was being used for a ing hot weather. He made sightseeing flights over the bog polo match, and it would be much better to arrive country and was invited to go along on some hunts. A there the day after. railroad journey took him to Darjeeling at the foot of When he did resume his journey, he had enough the Himalayas. There he met some other young travel­ confidence in his engine to give up a plan to detour ers from England and the United States, and together many miles around a mountain range and saved 400 they took a mule pack trip up into Tibet and Nepal. miles by going over it instead. Then came mile after It took a month for an engine overhaul kit to be mile of rice paddies. The air became steadily more shipped from Germany, so altogether F.K. spent two turbulent and finally became so bad that he seriously months in Calcutta. While there he had the honor of thought of looking for a place to set down. But then being introduced to Mahatma Gandhi. By this time he he caught a glimpse of sunlight flashing off of a bright found that he greatly enjoyed visiting strange lands object on the horizon and knew it could only be the and admitted to having picked up some of the East's golden dome at Rangoon. disregard for time and tight schedules. The polo field proved to be too short for a safe take­ During the course of his aerial wanderings, he had off, so the Klemm's wings were removed and racked kept in touch with his parents in Germany through onto the sides of the fuselage. With the help of four telegrams. When he informed them he had decided to local men, it was then trundled over the road to a race­ press on to Singapore, they replied that in their opinion track that offered more space. During the five days he 20 SEPTEMBER 2008 bad weather and worrying about navigation. He had thought he might stay in Bangkok for 10 days but ended up staying there for five memorable weeks. A royal coronation was go­ ing on, and he was intro­ duced to the new king and his family. The crown prince had been Siam's minister in Berlin for several years, and both he and the crown prin­ cess spoke German. They and F.K. got along splen­ didly. The princess gave F.K. a beautiful Siamese cat named Tanim . A special box was made for Tanim This photo gives an idea of the baron's slight stature and the size of his Klemm and fitted into the Klemm's monoplane. The ship was big but light and was really what used to be referred cockpit. From there on he to as a "power glider. " Colors appear to have been natural varnished wood and traveled along with his new clear, doped fabric. owner. His first few flights left him a bit wobbly, but he remained at Rangoon, he noticed that the culture there soon got accustomed to ric;ling in a plane. differed appreciably from what he had encountered in An idea had been growing in F.K .'s mind. He was some other countries he had visited. The people were then 13,000 miles out from Germany. Why not con­ much more energetic and progressive. tinue on all the way around the world and enjoy con­ Local fliers and officials painted a grim picture of the founding the "it can't be done" skeptics? Accordingly, proposed next step in EK.'s journey, the hop from Ran­ he proposed to fly from Bangkok across French Indo­ goon to Bangkok in Siam (now Thailand). It would be china (now Vietnam) to China itself and then on to Ja­ necessary to cross high mountains and vast swamps. pan. But people in Bangkok who knew that part of the Some regions had not been mapped, and indeed, a few world very well earnestly discouraged him from doing had not even been explored. But by now EK. consid­ so. There would surely be many vexing complications ered himself to be quite an experienced and capable and grave dangers. So again the Klemm's wi ngs were long-distance flier. So to Bangkok it would be. removed and the plane, pilot, and cat traveled to Hong Leaving Rangoon, he headed southwest over the Kong by steamer. Gulf of Martaban and passed over Bilugyun Island. At Hong Kong, permission to fly over China was By prearrangement, he circled twice over the city of flatly refused. So there was nothing to do but stay on Moulmein so that his progress could be noted and the ship until it reached Shanghai. There he managed telegraphed back to Rangoon. With six more hours to get permission to assemble the Klemm and fly 150 of flight ahead of him, he was dismayed to find that miles inland to Nanking, where he met and talked somehow he had lost his pocket compass! So he used with Chiang Kai-shek. Then back to Shanghai to board the shadow of a pencil held vertically to judge direc­ a steamer for Kobe in Japan. tion as best as possible. The little thermometer in the EK. made several attempts to fly from Kobe to Tokyo Klemm's cockpit, by the way, at that time registered but each time was turned back by fog. Finally he got off 113 degrees Fahrenheit. to a good start with two Japanese military planes as es­ Over a vast forest, a violent thunderstorm came cort. But then he encountered more fog and climbed to up. Several times, downdrafts from the mountains re­ 6,000 feet to get above it, in the process losing contact quired him to circle to regain lost altitude. He became with the Japanese planes. After two worrisome hours disoriented in the downpour, and so when he chanced above the fog, he sighted a hole in it, circled down, and to fly over a river, he followed it hoping it would lead was appalled to find himself over open ocean. to a settlement. But none appeared. Guessing at his position, he headed north and was After a while the storm let up and the temperature soon very much relieved to sight a volcano far ahead. went down to a comfortable 90 degrees. Then more Reaching it, he saw that it was smoking and so he luck: He spotted a railroad that led him to Bangkok. He circled this marvelous sight. Then it began to rain. landed, very tired indeed, from nine hours of fighting By pure chance the Japanese escort planes came into V INTAGE AIRPLANE 21 sight and led him to Tokyo, where On June 19, he headed south for he landed after a nervous and tiring Los Angeles. A short time out he six-hour flight. heard a terrific roar approaching There he was given a great wel­ from behind. His first thought was come by Japanese and German offi­ that the dreaded "United States Air cials. During the five weeks he spent Police" that some joker had warned in that city, he stayed with a Japa­ him about was after him for some nese family in their home of tra­ unwitting transgression. But the ditional design and construction. racket proved to be coming from They all sat on cushions, slept on the big radial engines of three Ford the floor, and ate with chopsticks. Tri-Motors being flown by pilots he EK. was surprised at how quickly he had met at Alameda and Oakland. adapted to this lifestyle and, once When these big planes came back in Germany, delighted in dem­ alongside, people in the win­ onstrating to friends his proficiency dows flashed placards on which with chopsticks. While in Tokyo, a had been painted messages such fine day came along that prompted as "Good Luck!" and "Have a Safe him to fly to and circle around Journey!" Ah, the camaraderie of 12,OOO-foot Mount Fujiyama, a ma­ the air! Then the Fords turned jestic and thrilling spectacle from back, and F.K . continued south the cockpit of his little plane. feeling just wonderful. Then plane, pilot, and cat boarded The flight was generally pleas­ a shop in Yokohama and on May 25 ant and interesting, save for some headed for the United States. During Baron von Koenig-Warthausen and rough air over desert country. EK. a brief stopover in Honolulu, a lo­ his Siamese cat Tanlm , nicknamed was amazed at the immensity of cal pilot took him for a sightseeing Felix by the U.S. press during his agricultural operations in the Im­ flight in a Waco. Just as they came visit here. perial Valley. The appearance of alongside it, Mount Kilauea decided more and more palm trees, some it was time to erupt, providing them old Spanish missions, and then oil with a very unanticipated spectacle. rigs told him he was approaching the Los Angeles The ship arrived at San Francisco on June 28. The area. He landed at dusk at Beverly Hills Airport just press had heard all about the boyish but intrepid in time to witness a glorious sunset. After shivering young baron, his adventurous journey over strange in the cold spring air of China and Japan, little Felix lands, and his exotic cat Tanim. At that time the me­ reveled in the balmy air of Southern California. dia was much more air-minded than it is today, and The flight was made on 8 gallons of gasoline, which they lionized EK. Siamese cats were then rare in this at the prices then in effect cost EK. exactly $1.08. The country, and they insisted on renaming his pet Felix stay in Los Angeles was another whirlwind of visits to after a popular comic strip character. The cat became movie studios, the local German Club, and aviation as famous as his master. groups. Maddux Airlines made it possible for him to The Klemm was unloaded and taken over Alameda realize a longstanding desire by allowing him to fly for reassembly and a general checking over. Some one of its Ford Tri-Motors. of the pilots there had flown against Germany dur­ Then he paid a brief visit to San Diego and did a ing World War I, but because airplanes have a way of short flight over into Mexico. Leaving San Diego, he bringing people together in a common interest, ev­ followed a highway leading eastward to El Centro, eryone let bygones be bygones and got along beauti­ at times having a bad time of it with rough air. From fully. Ten hectic days in the San Francisco area went that town a black road led him straight across the by swiftly, with F.K. attending functions and sight­ white desert sands to Tucson. As he was approaching seeing both on the ground and from the air. He was that city, he saw that a big thunderstorm was making amazed at the size, vitality, and heavy auto traffic in up. So he opened the throttle wide and nosed down the Bay Area. to gain more speed. He got down just before a terrific But there was a sad footnote to his time in the Bay cloudburst struck. Area. While talking to him in Bushire, EK. came to re­ Often EK. did not completely fill his Klemm's large alize that his hero Baron von Huenefeld was in pain gas tank, for the sake of good climb when challenging from a progressive illness. In San Francisco, news came mountains. But for the hop from Tucson to El Paso, a that he had died. So EK. decided to name his plane hunch told him to have it topped. He estimated the after this man, and that's why you see "Huenefeld" flight would take 4.5 hours, but it actually took eight painted on the Klemm's fuselage. because of head winds. Just after touching down at El

22 SEPTEMBER 2008 Paso, another severe storm struck, and he wondered if New York City and set down on the first piece of clear thunderstorms were following him! land he sighted. As luck would have it, it turned out On the morning of July 12, he left his hotel and to be Roosevelt Field! hailed a taxi to go out to the airport. The next thing There ensued several days of receptions and a trip he knew, he woke up at 5 p.m. in a hospital room with to Washington, D.C. On November IS, plane, pilot, doctors hovering over him. The taxi had been in a vi­ and cat left America aboard the steamer Bremen for olent collision that had knocked him out and caused Germany and a reunion with his proud but enor­ bad head, face, and leg injuries. The doctors told him mously relieved parents. He had been gone for 15 ad­ he had been in critical condition for a while, but was venturous months. now out of danger, yet facing a long recovery. Baron von Koenig-Warthausen's world flight nearly Terrified by the crash, poor little Felix had shot up eight decades ago gives us rich food for thought. To­ the nearest tree. Someone eventually got him down day's pilots will feel that he took unacceptable risks and took him to the hospital, where EK. was delighted with weather, terrain, and navigation. But it must be and relieved to see that his little pal was all right. acknowledged that his only serious mishap involved During the two moths EK. was obliged to remain a taxicab. He convincingly showed that the ability in EI Paso, many Americans helped him with money to fly and land slowly can resolve assorted bad situa­ and legal problems arising from the accident. By Sep­ tions. He showed what can be done by a patient flier tember IS, he had recovered sufficiently to resume in a basic airplane. his travels. The sum of aviation progress since his time, based A six-hour flight got him to Big Springs, where on preoccupation with getting from point A to pOint yet another downpour soaked the field and obliged B as swiftly as possible, has been to make private fly­ him to wait until late in the afternoon to hop off for ing so complicated and expensive that it is becoming Sweetwater. He somehow got the impression that the out of reach for more and more people who would airport there was lighted, when in fact work on run­ really love to fly. EK. dealt with his plane's modest way lighting was still in progress. So he was obliged to speed by regarding it as being an observation platform land in the dark. The Klemm's left wheel rolled into in addition to a conveyance. Remember, today many a mudhole, causing the plane to ground loop and people greatly enjoy viewing the sights below from wreck that wheel and its landing gear vee. even slower hot air balloons. "Man does not live by So EK. telegraphed Aeromarine Klemm at Keyport, bread alone." By not being a slave to a tight schedule, New Jersey, for new parts. These were shipped to Dal­ he showed that a leisurely journey in a small plane las, for some reason involving slow freight service can add immensely to a person's "quality of life." He to Sweetwater. EK. hired a truck and driver, and the returned home with a head full of grand memories plane, with its wing folded (how many times had that that remained with him throughout his long life. feature saved the day?), set out for Dallas. The driver His journey around the world gave him a postgrad­ had brought along a good supply of tequila and drove uate course in geography, the customs and cultures accordingly on this nine-hour trip. EK. did not enjoy of many lands, human nature, politiCS, officialdom, it much. self-reliance, and practical aviation unobtainable at Once the gear had been repaired, he flew on to any university. Oklahoma City, St. Louis, and Chicago more or less The 500- to l,OOO-mile flights he made using mostly uneventfully. The rotating beacon at Detroit's Ford a pocket compass and landmarks underscore the neg­ Airport helped him find his way to that field and land ative and paternalistic mindset of bureaucrats who after dark. There it was discovered that the Mercedes feel that recreational pilots should not be allowed to engine had a broken valve. It took Aeromarine only cruise more than SO miles from their home fields. He 24 hours to express a new one to Detroit. But then fog left Berlin a rank amateur pilot with 17 hours in his kept EK. grounded for four days. He accepted an invi­ logbook and returned an extraordinarily seasoned tation to tour the Ford factory. flier with 450 hours and 20,000 varied, challenging Water in the gas tank forced him to land at London, air miles to his credit. Ontario, and for the next two days it snowed. F.K. Considering the worldwide political and economic gratefully accepted the gift of an old but very warm situation, some would say that no one can have such overcoat. He battled head winds and more snow for a great adventure today. Yet we now have ultralights four hours to reach Hamilton. Rain grounded him that can equal or surpass the Klemm's small-field capa­ again at Little Falls and Albany. bilities. Most of them can be outfitted for operation off Knowing that a big reception was planned for him the water, which offers a solution to the growing prob­ at Roosevelt Field on Long Island, he left Albany and lem of "public" airports at which basic aircraft are not followed the Hudson River, flying at 110 feet while welcome. And then there are the inspiring trans-Atlantic keeping a sharp watch ahead for bridges. He almost flights in ultralight-type aircraft by Eppo Numan and struck one of them. He groped past a cloud-covered Andre Lafitte. So perhaps there's hope! ~

VINTAGE AIRPLANE 23 BY ROBERT GLOCK

Part One: Maintenance and troubleshooting-ignition systems

First, let's review the entire igni­ drop beyond the 75 maximum allow­ tion system as installed on a typical able but the engine runs smoothly, seven-cylinder radial engine. The the cause might be the point open­ magnetos provide the spark; the ing. The point gap should be checked switch either grounds one or both every 100 hours of operation. To magnetos or opens the circuit so check the pOint gap opening (Figure both magnetos operate via the pri­ I), assure that the magneto switch mary (P) leads. The harness carries is in the OFF position and always high-tension voltage to the spark treat the propeller as if the magne­ plugs, and the ensuing arc that tos were HOT. Rotate the propeller jumps the gap between the spark until the point cam follower is on plug's electrodes ignites the fuel/air the highest part of the cam lobe. At charge in the cylinder combustion this moment the points should be chamber. Simple enough. When ev­ opened to the maximum. Insert a erything works properly the engine the right magneto and 29 degrees feeler gauge to check for clearance. runs smoothly and produces rated for the left magneto. It is normally 0.012-0.014 inch for a power. If one component causes a • If the magneto is not properly Scintilla VMN magneto. If this clear­ problem, the outcome is anything timed to the engine, then the drop ance does not exist, carefully open from an rpm drop to a complete will be excessive (greater than 75 rpm) the points and check for pitting or loss of power. I've had 'em all! but the engine will run smoothly. burning. If the pOints are good, us­ Let's start with the magneto and • If the magneto has a shorted ing a small open-end wrench, loosen cover some problems from rough lead or if a spark plug is fouled, the jam nut A and turn the points running to not running at all. First drop will be 150 rpm and the en­ at B until the proper clearance is we'll look at timing of the magneto gine will run roughly. In this case, achieved. Hold the points at B with to the engine. The manufacturer leave the magneto switch on the a wrench and tighten jam nut A to a specifies the full advanced firing roughly running magneto, even snug torque. Rotate the propeller so position in relation to crankshaft though the engine doesn't want to the magneto moves through all four position and specifies the number run well. After about 2-3 minutes, lobes, checking the point gap open­ of degrees before top dead center of shut the engine off and check the ing at each lobe. You should always the piston in the number one cyl­ spark plugs to find the one that is check the magneto-to-engine timing inder. The number one cylinder is cold. Remove that plug and inspect after adjusting the point gap open­ always on the top of the engine (for it for fouling. If the plug doesn't ing. If the adjustment was small, it radials), and it mayor may not be appear fouled, put the plug in the may be possible to retime the mag­ the master rod cylinder. The Wright opposite side of the cylinder and neto simply by loosening the three R-760 uses 25 degrees, the Lycom­ run the engine again. If the mag­ retainer nuts on the pad and then ing R-680 uses either 30 degrees or neto drop changed to the opposite moving the magneto in the slot. If 34 degrees for front plugs and 30 magneto, then the plug is not op­ the magneto timing cannot be reset degrees for rear plugs, the Pratt & erating. If the problem stays with by this method, it will be necessary Whitney uses 25 degrees, the]acobs that particular magneto, then the to remove the magneto and retime it L-4 uses 30 degrees, and the Conti­ lead is bad. to the engine. nental W-670 uses 32 degrees for • If a magneto has some excess • Figure 2) Checking the point 24 SEPTEMBER 2008 gap on a Bendix SF7 magneto. The send it out for an point opening should be 0.010 inch overhaul. I know of minimum, 0.012 inch desired, and no mechanic who 0.014 inch maximum. will disassemble a • Closely inspect the felt wick magneto and try to that lubricates the phenolic plas­ troubleshoot it. I tic point cam follower as it rides on replace points and the hardened steel cam. Points that condenser, but that slowly lose their gap opening can is just about all. be traced to non-lubrication of the . If the magneto felt wick. Carefully apply a couple drop is around 150 of drops of oil to the wick at every rpm and the en­ 100-hour inspection to keep the gine runs roughly, wick lubricated and pliable . the problem is most Figure 2 • Check the points for burning or likely a fouled spark pitting. This is normally caused by plug. Conduct a cold cylinder check a faulty condenser assembly. The to locate the plug. As explained condenser keeps the points from above, run the engine on the rough arcing when they open, and exces­ magneto to isolate the plug. Remove sive arcing will eventually destroy and replace, or clean, gap, test, and the platinum surface by creating reinstall. I usually keep a couple of pits and valleys. If this happens, spare good spark plugs in the bag­ both the pOints and condenser gage compartment with necessary should be replaced . tools to remove and replace them. • If the magneto suddenly fails to With lOOLL fuel, spark plug fouling operate, first check the connections in these old engines is a continual to the unit. Occasionally a P-lead problem. I'll address that in a fu­ will chafe and cause a ground, so ture column on maintenance. the problem is not in the magneto, . Once in a great while a harness but in a wire that connects the mag­ lead will break down, causing an neto to the switch. (This commonly indication of a fouled spark plug. occurs as the P-lead passes through You can trace this by removing the the firewall.) Or the switch may be cold plug and swapping it to the faulty. I have had both problems other bank of plugs. Run the en­ on occasion, so it is worth the time gine and if the problem moved to to inspect the magneto switch and the other magneto, the problem P-lead and associated connections. is the plug. If the problem stayed Term inal I once advised on a 300-hp Lycom­ with the initial magneto, the prob­ sleeve ing R-680 installed in a Stinson Re­ lem is the lead. Sometimes mois­ liant. The Lycoming engine uses a ture will manifest itself in the dual magneto, which is essentially terminal end (sometimes called the two magnetos incorporated into a "cigarette end" of the lead). Porce­ Figure 3 single unit with a single drive shaft. lain Cigarettes were used on all old One magneto worked and the other shielded harnesses and are remov­ this area just above the shielding did not. To remove the magneto able. If you suspect moisture in the and cigarette where moisture can was a major job, just about requir­ lead, that is the most likely place cause problems. I remember when ing partial removal of the engine to find it. Remove the cigarette and I was young (probably around 17 from the airframe. I suggested the dry the lead; then reinstall the cig­ years old), it was necessary to hand­ owner check the magneto switch, arette. On newer harnesses the cig­ prop the 450-hp Pratt & Whitney instructed him on how to use an arettes may not be removable. You engines. In the wintertime it was a ohmmeter, and turned him loose. can gently pull the lead while hold­ real drill because the oil was thick A phone call came indicating that ing the cigarette end to check for and the engine very stiff. If the pi­ the magneto problem was in the contaminants. Sometimes I have lot didn't keep the engine running switch. He saved a lot of money and found engine oil in that area. Fig­ once it fired, you could hand-prop labor by doing this simple check. ure 3 shows the older-style shielded until you were exhausted. The pi­ However, if the magneto is the harness with a removable cigarette lot, who also was my flight instruc­ culprit, it is best to remove it and (terminal sleeve) and elbow. It is tor, had been flying for years, and VINTAGE AIRPLANE 25 average drop in rpm, Figure 6 the plug not firing will be cold. In the military we used a grease pen­ cil touched to the ex­ haust pipe to check for a cold cylinder. Another easy method is to tape a small cloth ball to a pencil, drop the cloth in water, and move to each cylinder, touching the exhaust pipe with the wet cloth. If it is hot, it Figure 4 will sizzle; if it is cold, the moisture will remain on the oil change. I use a special gapping pipe for a short period tool that can be purchased from of time. The plug will be all suppliers. I slowly and carefully so cool that you can grab bring the tangs to the correct gap, on to it. You have just making sure not to overshoot and Correct found the faulty plug! make the gap too narrow. Always When removing a plug, use a wire gauge and never a flat should it be dropped to feeler gauge. Figure 5 shows the the floor it should be dis­ correct method to reset the gap in carded, so be very care­ a spark plug. ful. At the price of spark .On a trip east, the Continental plugs you should ex­ R-670-5 engine began to have in­ ercise extreme caution. termittent rough operation. I tried Look into the firing end everything to determine what was M-- Round wire of the plug (Figure 4) for happening-carburetor heat, power clearance gauge traces of carbon or chem- Figure 5 changes, etc., but the problem per­ ical deposits that bridge sisted. We made a precautionary between the center elec­ landing at a nearby airfield and dis­ trode and the plug body; covered that the left magneto was you may be able to detect running roughly, with a large drop Spark plug a small carbon or chemi­ in rpm. I installed a spare mag­ cal deposit from the fuel neto, and we went on our way. I burn bridging the gap. If later opened the bad magneto and this is the case, clean the discovered the rotor assembly was I recall him saying that the spark plug, check the gap, and reinstall broken in two, thus causing the plugs were "frosted over." I main­ the plug. To equalize wear, the spark magneto to go in and out of timing tained that since there was fire plugs should be removed every 50 to the engine. inside the combustion chamber hours of operation, the gap reset, • Recently the rpm drop of a Scin­ there was no way there could be and the plugs reinstalled, moving tilla VMN7DF magneto continued moisture on the plugs. He made the front plugs to the rear and the to exceed the 75 rpm maximum, me remove the front bank of rear plugs to the front. I normally so an investigation was conducted. plugs, and sure enough, there was get at least 500 hours or more of The point gap opening was within a little water all over the firing end operation from massive electrode limits, and the points were in good of the plugs. I took them into the spark plugs using this method. The condition. There were no contami­ hangar, blew them dry with com­ rear bank of plugs will wear greater nants on the points, so the mag­ pressed air, and reinstalled them. than the front bank, and the rear neto was removed from the engine After a few more turns the engine plugs will tend to foul quicker than and a spare installed. Upon inspec­ finally started. Amazing! the front, so this automatically tion of the magneto I found the • Conducting a "cold cylinder" cleans the plugs and equalizes the point return spring had failed and check can easily isolate spark plug wear. I set the gap in massive elec­ the points were not closing prop­ problems. If the engine runs on trode spark plugs to around 0.016 erly. Interesting! You can see the the magneto that shows an above inch to 0.018 inch at each 50-hour broken spring in Figure 6...... ,..

26 SEPTEMBER 2008 Chalies and Sue Stites Chapel Hill, NC _ Charles received his pilot's certificate in 1980 _ Aviation writer/photographer for u.s and European aviation publications _ Has owned Ryan Navion N4891 K for over 10 years _ Oshkosh award winner _ Executive Director of Able Flight

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- Charles Stites

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Aviation in.urance with the fAA Vintage Program oHers: lower premium$ with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents AUA is lic,nsed in all staIeI Serial number 842, NC32412 BY RANDALL KRYSTOSEK

his particular aircraft was in 1976. It changed hands several being a full and complete restora­ completed on Decem­ times, but it always remained based tion of the Porterfield. ber 10, 1940, at the Por­ at Skylane. This combination of individuals terfield factory in Kansas On June 8, 1982, a tremendous worked well, as both Fred and I are TCity, Missouri, and en­ thunderstorm downburst with experienced amateur woodworkers tered service on December 22 at winds of 100 mph struck the Evans­ and model airplane builders. Bud the Springfield Flying Service in ville area. At Skylane, several air­ has been in the auto-body repair Springfield, Missouri. Almost cer­ planes were completely destroyed. business for more than 40 years, tainly, it was initially used in the The hangar roof collapsed on 842 and he's an expert at complicated Civilian Pilot Training Program. In but, amazingly, only minor dam­ sheet-metal repair and in refinish­ 1943 it was turned over to the De­ age was inflicted on the airframe. ing using traditional materials, as fense Service Corporation, where it Three left wing ribs were broken, well as the modern finishes. Hank remained for about one year. It was the fin and rudder were bent, and is a retired Xerox field engineer; he then returned to the Springfield fa­ the wooden turtledeck was frac­ can repair or service anything elec­ cility, perhaps as war surplus. Over tured. Due to the damage, the air­ trical or mechanical that's smaller the next 30 years, serial number plane was taken out of service and than a locomotive. Bud and Hank 842 had at least 14 owners, most of stored in pieces in an old barn. are also veteran tailwheel pilots. them in Missouri and the surround­ In 2003, the Porterfield and vari­ As most of you know, there are ing states. ous accumulated spare parts were many disciplines involved in re­ In 1972, Tom Crane, the former purchased by Fred Williams and storing an old airplane. We initially owner/manager of Skylane Airport me; both of us are from Evansville. (a lthough inadvertently) divided in Evansville, Indiana, purchased The plane was extricated from the the work into several imaginary the Porterfield. He acquired it for barn, and minor repairs were made "shops" (i.e., wood, mechanical, nostalgiC reasons, as many years at a rather slow pace. Then in 2005, sheet metal, fabric, and paint). previous he had soloed in a Por­ Bud Sherretz and Hank Meador Actually, these all occupied the terfield. Mr. Crane sold the aircraft joined the project, with the goal same floor space. As work became

28 SEPTEMBER 2008 necessary in a particular discipline coated with epoxy varnish, and the professionally bead-blasted. A few or shop, the individuals most com­ steel structures were coated with minor repairs were made to the fortable with that task would step epoxy primer. New aileron control steel tubing, and after an applica­ up and complete the work with cables were installed. The rudder tion of epoxy primer, reconstruc­ any needed assistance from the was straightened profeSSionally. tion of the fuselage was initiated. others. Thus, we were able to pro­ With the blessing of our airframe In the "woodshop area," the en­ ceed with the project on several and powerplant mechanic with an tire turtledeck was replaced uti­ fronts simultaneously. inspection authorization (A&PIIA), lizing 1/4-inch aircraft five-ply We began with the wings, aile­ all these surfaces were then cov­ plywood and beautiful straight­ rons, rudder, and horizontal tail ered using a modern Dacron poly­ grain white cedar stringers. This surfaces. These were completely ester aircraft fabric. A finish of two structure was firmly attached to stripped and all necessary metal coats of primer followed by a fi­ the airframe will all new stainless repairs were performed. The aile­ nal finish of silver was applied to steel fasteners. Two coats of epoxy rons required considerable wood the wings, ailerons, and horizontal varnish were applied. New side and repair about the hinge-attachment tail surfaces. The original-style NC bottom stringers, floor boards, seat structures. The wings were carefully number was carefully stenciled on panels, and various wooden spac­ cleaned and inspected. The three each wing at the standard 24-inch ers were similarly fashioned and previously mentioned ribs required height, then taped off and sprayed finished. We were able to obtain all extensive repair and partial replace­ a very dark blue, the same color as wood locally, including a stunning ment, while several others needed the fuselage. piece or burled walnut veneer. This minor repair. Extensive areas of In February of 2007, we initi­ became our new instrument panel leading and trailing edges were re­ ated work on the fuselage. It was fac;ade. After multiple coats of ep­ placed. After a thorough sanding, completely stripped to the bare oxy varnish and lots of sanding, it all the wooden structures were tube steel airframe, which was then looks great! VINTAGE A I RPLANE 29 The instrument panel diverts just a bit from original - who The spartan interior of the LP-65 underscores its mission could resist using such a beautiful piece of burled walnut? as a primary trainer in the days just prior to WW-II.

Fred Williams, Bud Sherretz, Hank Meador, and Randall Krystosek. The "mechanical shop" was to be an ex­ also very busy during this time­ act du plicate. frame. Several steel components The control system, of the landing gear were severely including the unique corroded and beyond repair. These trim mechanism, was were exactly duplicated utilizing completely restored. All 4130 steel tubing and sheet metal, new cables were fitted. Several pul­ stock as well as tungsten inert gas (TIG) leys were beyond salvage, so new start with, welding. We were pleased to see the duplicate pulleys were machined they were readily duplicated in new fit was perfect. Utilizing a water jet and properly bushed. The tail wheel sheet aluminum. New windows and cutter, a new set of shock biscuits and spri ng assembly was com­ window frames were fashioned, and was cut from I-inch rubber sheet, pletely disassembled, bead-blasted, new stainless steel foot pads were and new shock spacer washers rebushed, epoxy-primed, painted cut with the EDM machine and fit­ were cut from thin stainless steel black, and then reassembled. All ted to the floorboards. sheet using an electrical discharge instruments were tested, serviced, Most everyone who examined machining (EDM) machine. The and, amazingly enough, found to the nosebowl was of the opinion original wheels and mechanical be in good working order. that it best belonged in a dump­ brakes were rebuilt and refinished, Meanwhile, in the "sheet metal ster. It was in frightful condition, with the wheel bearing and races shop" t he gas tank was cleaned with innumerable large and small refreshed as needed. New tires and and pressure-tested and the firewall creases, dents, and cracks as well tubes were fitted. We needed re­ carefully restored with hammer and as various ancient repairs, some of placements for the heel brake pads holly. The upper and lower cowl which were quite crude. After con­ and found the reproduction Model panels were deemed irreparable, siderable planning, the nosebowl A Ford accelerator pedal footrest and since they were basically flat restoration commenced. Many

30 SEPTEMBER 2008 full days of work were required to cable lead-out fairings, etc. were ran quite smoothly. After break­ straighten and properly repair and glued in place. in, fast taxi work revealed no reinforce the piece to the point of The fuselage was then trans­ unusual ground-handling tenden­ being ready for final finish. All who ported to the actual body shop for cies. During this time all the nec­ observed the effort involved and the priming, sanding, and painting. essary paperwork was completed skill required in this transformation This went well, with the finish color and submitted. Then, on May 22, agreed that the once-shabby nose­ being the previously chosen dark 2008, NC32412 flew again for the bowl was now a worthy addition to blue with contrasting silver trim. first time in 26 years. Bud was the aircraft. Thank you, Bud! The airframe was then transported given the honor of being the pilot At this point, the "fabric shop" back to Skylane Airport, where final of the first flight. was reactivated. The job of properly assembly began with enthusiasm. No control-system adjustments fitting the rather complicated in­ The seats were professionally were required. With time, only two terior fabric was found to be time­ upholstered and the coordinating small problems were encountered consuming, but it went well. The headliner installed. The newly fin­ and corrected. The door latch re­ "paint shop" then took over, and ished instrument panel was bolted quired a stronger spring, and the after two coats of primer, the inte­ in place, and a freshly rebuilt Ly­ carburetor needle and seat needed rior fabric was finished in a dusky coming 0-145-B2 was fitted to the to be replaced, with a slightly lon­ medium blue, and the exposed tub­ motor mount. After completing ger needle being necessary. ing in the cabin was painted silver. the firewall-forward mechanical The first cross-country was flown The entire bottom of the fuselage work and instrument connections, about a month later, on June 21, was then covered. We made our the cowl and nosebowl were in­ 2008. The project reqUired almost own envelope. Two large pieces of stalled. That part of the project exactly two years from start to fin­ fabric, each the entire length of the was considered complete when we ish, with the four partners meet­ airframe (including the fin), were bolted our gorgeous old Flottorp ing on a regular schedule of at least temporarily clamped in place on 69-by-44 prop in place. We then three workdays per week. As with either side of the fuselage. These retrieved the wings and horizon­ most projects of this magnitude, pieces were then adjusted so ev­ tal surfaces from storage, and in a there were plenty of onlookers, visi­ erything seemed to drape properly. few brief days, the project began to tors, and critics. These individuals Each piece of fabric was then cut resemble an airplane once again. seemed to be generally divided into vertically from the top down to the The control systems were con­ two camps. On one side were the junction of the fin and turtledeck. nected and functionally checked supporters who enjoyed watching The two large overlapping portiOns for proper, smooth operation. the progress and were always eager of fabric forward of the fin were The Porterfield Company had to lend a hand. On the other side carefully trimmed, leaving several two unique company logos affixed were the skeptics and detractors inches of overlap over the center to the airplane. All we had to go on who thought the four of us to be stringer. Everything was then tri­ were rather poor copies of the lo­ quite nuts and that we should never ple-checked to make sure we had gos on old company literature. We have started to work on "that piece enough fabric in all areas and that were able to find a small local sign of junk." One of the fun things was there would be no difficult-to-man­ shop with the capability (and inter­ observing the attitude of the latter age wrinkles. est) necessary to make new replicas group gradually change to mirror When all were well satisfied, the of the decals using vinyl materi­ that of the former! center stringer was covered with Sa­ als. Using its computer system, the Special thanks to: ran wrap, and the two side pieces company was able to develop beau­ Dave White-lots of beautiful ma­ of fabric were tack-glued together tifully re-created, full-color rendi­ chine work. using the center stringer as a guide. tions just as crisp as the originals Mike Williams-delicately bead­ When the glue was dry, a line was must have been. blasting many small parts. penciled on the overlapping fab­ At this point, time was taken to Ralph Traunetter-Ianding-gear fab­ ric directly over the center stringer. review everything that had been rication, general supervision. That line was used to have an ap­ done. Every nut, bolt, washer, fit­ Greg MCMichael-sewing-machine proved double seam professionally ting, and safety wire was checked guru. sewn from the top of the cabin to and double-checked until all were Bud Fritchley-voice of experience, the base of the fin. This method satisfied with the airworthiness of spedalized tools. worked well, with the rest of the the Porterfield. Weight and bal­ Russell Goad-sage advice, design, fuselage-covering job progressing ance went well, with the empty and machining of specialized con­ nicely in standard fashion. After weight being 793 pounds. With trol surface hardware. heat-shrinking the fabric, all rein­ the addition of gas and oil, the Ron Johnson-A&P mechanic. forcing tapes, inspection panels, engine was propped to life and Mike Vieke-A&P/IA mechanic~ VINTAGE AIRPLANE 31 BY DOUG STEWART

Maintaining proficiency

On Sunday evening I taxied up to implications of taking that less lofty on board. In that case, I challenge the pumps and filled the tanks of my approach? To be certain, the over­ you to set the COl scale to 1/25th Super Cruiser with 100LL after a day all proficiency level of the average of a mile and then never let the of enjoying flight with my best friend pilot will suffer. It is quite possible COl go to full-scale deflection. An­ and not having to engage in any in­ that we will see a slow rise in acci­ other good challenge would be to struction. The next morning I went dent rates, and concurrent with that leave the GPS behind and fly the to those same pumps to meet a client, will be a rise in insurance premiums. entire route by pilotage. When was who had just arrived for two days of Sounds like a nasty Catch-22 to me. the last time you tried that? intense instrument flight rules train­ Now we will have a hard time not At some pOint during the flight, ing. I gulped in astonishment as I got only affording the fuel, but also the why not practice some slow flight? there. The fuel had risen 65 cents, costs of higher insurance. Try to achieve the standards set quite literally, overnight. However, there is a way we can forth in the practical test standards Everyone of us has had to deal ensure that our flight proficiency (PTS) for virtually every certificate, with rising fuel prices. Much has levels don't slip, even if our flight and by that I mean flight at a speed been written about the numerous hours might suffer from the in­ that will yield a stall if either the ways we can reduce our fuel usage, creased costs of flying. And that way, power is reduced or the angle of at­ including simple actions like us­ quite simply, is to spend as much tack is increased. If the winds aloft ing a handheld transceiver to get time in the air as we pOSSibly can, in are blowing at a speed that exceeds a clearance and the ATIS or AWOS/ endeavors that will sustain or, even the slowest speed at which you can ASOS before starting the engine. better yet, increase our proficiency. fly your airplane, see if you can That can yield significant savings As an example, if you choose to "hover" or, better yet, fly backward. over a year's worth of flying. And if fly to get a hamburger that once­ That's one of the more fun things I the engine is equipped with a mix­ upon-a-time cost only $100, make like to do, and I can't help but won­ ture control, leaning for all ground every effort on that flight to main­ der what air traffic controllers must operation as well as any time you tain your altitude at plus or minus think when they see my ground are carrying less than 75 percent 50 feet. I've worked my way to try­ speed slow to zero, and then slowly power aloft will produce consider­ ing to achieve a standard of plus or increase a few knots in the opposite able savings in fuel. And speaking minus 20 feet. I haven't succeeded direction, and then as I add a little of power, most of us flying vintage in accomplishing that target on a power again slow to zero, and then and antique aircraft are not flying long flight, but it makes me a better increase in the direction I was origi­ them to travel anywhere; we're fly­ pilot as I strive to realize that goal. nally flying. I chuckle as I wonder ing for the pure joy of being aloft While you are on that burger if the person behind the radarscope in aircraft of an earlier era. So why run, fly from one navigation sta­ thinks my target is a helicopter fly at high power settings? Fifty-five tion (VOR) to another doing your rather than the beautiful PA-12 that percent power will do quite well, utmost to keep the course devia­ it is. And all the while this exercise extending the time we are up in the tion indicator (COl) centered, par­ is making me a better pilot. air for any given amount of fuel. ticularly whenever you are within If you have taken the effort to But what of the pilots who are 5 miles of the VOR. Oh.. .you say fly at your slowest possible speed, dealing with the rapidly rising costs you don't have a navigation radio why not also use this opportunity of fuel by cutting down on their in your airplane? Well, I'd be will­ to practice some stalls. Use the flying? What are the effects and ing to bet you have a handheld GPS techniques I described a couple of

32 SEPTEMBER 2008 issues ago. In fact, why not take it a before you "look," and then be sure It might be virtually impossible to few steps further, and on one of the to practice not only landing out of land that simulated airplane on the power-off stalls, hold the airplane the approach without going below centerline (yet alone on the run­ in a stall and wake your feet up as the glide slope, but "going missed" way) when you've created high, you perform a 1/ falling leaf" stall, as well. Both skills require practice gusting crosswinds, but if you can keeping the wings level with the to remain profiCient. achieve it on the simulator, espe­ use of rudder alone. Please remember one other valu­ cially repeatedly, I can guarantee Once you have regained cruise able tool to maintain proficiency. that you will find it a piece of cake speed, why not practice some steep That tool is a flight simulator. No, when you do it in a real airplane. turns? After looking for traffic, roll you don't have to go to FlightSafety So, as you can see, there are many into a bank of 50-55 degrees, and or SimCom. Your home computer ways to ensure that we maintain as you fly through 360 degrees of can certainly suffice. There are nu­ our proficiency, even if we cannot heading, endeavor to maintain bet­ merous programs available (and afford to fly as frequently as we did ter than plus or minus 50 feet. (If they're not all that expensive) that before the price of fuel went into you can do that, you will be exceed­ can serve as excellent tools in main­ the stratosphere. Please endeavor ing the current standards for a com­ taining your proficiency. It is true to do something on each and ev­ mercial pilot certificate.) Then, to that you cannot log any of the time ery flight that will help to sustain kick it up a notch, as you complete spent on most home computers, es­ or, better yet, improve your profi­ 360 degrees, immediately roll into a pecially if there is no flight instruc­ ciency. Even when there are ... blue 360 in the opposite direction. Will tor present to conduct the training; skies and tail winds. you still be able to maintain that however, the time spent-especially altitude standard through the tran­ if you set up challenges such as Doug Stewart is the 2004 National sition? If you can't, then practice it winds, turbulence, and minimum CFI of the Year, a NAFI Master In­ until you can! ceilings (if you're practicing instru­ structor, and a designated pilot ex­ If the wind is blowing on the day ment approaches)-will be worth aminer. He operates DSFI Inc. (www. you choose to fly, don't let it deter every moment, as it can definitely DSFlight.com) based at the Colum­ you from flying. In fact, seek out serve to increase your proficiency. bia County Airport (lBi). .... an airport where the wind will be a crosswind to practice takeoffs and landings. If the wind exceeds your personal minimums, then it would behoove you to find an instructor who is qualified in your aircraft to help you gain proficiency in cross­ winds that would normally keep you on the ground. Remember that there might be a time when you "Bu••ds bounce rl .... oft will need those skills, even though file Po.y-FIber••. see?" you might not choose to normally e here at Poly-fiber are mighty proud to help heroes like Captain fly in those conditions. As an ex­ W Eddie defeat the dreaded Hun in the skies over france by covering ample, what if the gust front of the his ship with the toughest, easiest-to­ thunderstorm you are racing home repair fabric known to man. It's easy to gets to the airport at the same time apply, too, even Over There, and it'll see that you arrive? Having taken the our boys through the most arduous dog­ time to practice in similar condi­ fighting they'll face. Poly-fiber will never tions will have you prepared. let them down, so don't you, either! If you are instrument-rated, and Help put Liberty Bond sales "over the top" for all our gallant doughboys! your airplane instrument-equipped, be sure to spend some time practic­ * Friendliest manual around ing approaches-preferably in in­ * Toll-free technical support strument meteorological conditions, but if not, then with the Foggles on 800-362-3490 and a safety pilot on board. If your vintage pride and joy has an autopi­ polyfiber.com lot, then practice those approaches both coupled as well as hand flown. B uy Y O UR W A R B ON D S A T THIS C INEMA. info@polyfiber,com A Ircraft Coating_ Fly the approaches to minimums VINTAGE AIRPLANE 33 BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EAA ARCHIVES.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than October 15 for inclusion in the December 2008 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include your name plus your city and state in the body of your note and put I/(Month) Mystery Plane" in the subject line.

JUNE'S MYSTERY ANSWER

Professor A.A. Merrill's 1927 C.I.T. 9, with Walter Clavery as the pilot. The photo Is dated on the back as October 1927. It had adjustable decalage (the angular difference between the wing's and horizontal tall's angle of Incidence).

Here's our June Mystery Plane March 7,1927. An Approach Towards "Merrill had a very long and in­ answer. It was a Roy Russell photo the Fool Proof Airplane: Professor Mer­ teresting career going back to his from the Ted Businger collection. rill, of California Institute ofTechnol­ days with the Boston Aeronauti­ ogy, Develops Airplane Which Will cal Society in the mid-1890s un­ "The June 2008 Mystery Plane Takeoff, Flies and Lands Itself, p 473). til his death in the early '50s. His is Albert Adams Merrill's 1927 A 1931 article from Time magazine correspondence with the Wrights, Stagger-Decal age Biplane (Aviation. states that it was built in 1926. and articles on early control sys­

34 SEPTEMBER 2008 terns, are particularly amusing. He thought the Bolands (in fact, he put the Wrights on to the Bo­ GET THE SKILLS lands before they appear to have visited them) nailed the problem of adverse yaw (even though he TO GET IT BUILT didn't call it that) on the head, and offe red a conversion to do the same to the Curtiss ailerons by disconnecting the balance ca­ ble, allowing them to droop like those on a Farman, but with more droop on the highest aileron (he never explains how to accomplish that one). All this stems from his stall and spiral accident with the Burgess and Curtis Model F (li­ cense-built Wright Model B-with some significant dimensional dif­ ferences). He had trouble transi­ tioning from using one hand to control the warping lever to the other when he switched from the Model F to the Model B. Oddly en ough, he ex plains why one wing of the Model F stalled in a detailed letter showing his calcu­ GET YOUR HOMEBUILDING PROJECT OFF THE GROUND lations. He blames W.H. Bonney BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS for teaching him to fl y at too high an angle of attack. BEGINS DURATION COURSE DESCRIPTION LOCATION "An amusing incident occurred September 12·14 2~ days Repairman (ELSA) Inspection-Airplane Oshkosh, WI with the 1931 Safety Plane designed September 19-21 2~ days Repairman (ELSA) Inspectian-Air~ane Riverside, CA by Merrill. It was wrecked right in September 26-28 2~ days Repairman (ELSA) Inspection-Airplane Lantana, FL front of reporters and Admiral Mof­ fett during one of the so-called au­ September 27-28 2days CompositeaConstruction, Fabric Noshua, NH Covering, ectricol Systems, tomatic landings. And, of course, Basic S6eet Metal, Test ~ng, there was the 1928 Dill Pickle, so What's Involved in KitbUI ing dubbed because of the bright green October 4-5 2days Composite Construction, Fabric Riverside, CA color. If nothing else, the guy had Cover~, Electrical Systems, Basic eet Metal, Test ~ng an imagination. The lower wings What's Involved in Kitbui ing moved aft via the struts, and the angle of incidence changed up to October 18-19 2days Basic Sheet Metal, Electrical Arlington, WA ~ems and What's Involved in 14 degrees on the 1931. uilding "Merrill had a very long and in­ October 24·26 2~ days 1IG Welding Griffin, GA teresting career dating back to his days with the Boston Aeronauti­ November 1·2 2days Composite Construction, Fabric IndianapotlS, IN Coveri!!ll, Electrical Systems, cal Society in the 1890s. I have a Basic S6eet Metal, Test ~ing, lot of correspondence from Mer­ What's Involved in KitbUI ding rill, and information on several of his designs, which is not generally Complete 2008 Schedule onlne available. His papers are held at VISIT WWW.SPORTAIR.COM OR CALL 1·800·967·5746 FOR DETAILS the California Institute of Tech­ E A A EAA SportAir Sponsors: nology at Pasadena, but there are only about O.S linear feet in the .~. entire collection ." WORKSHOPS Wesley Smith ---~-- Springfi eld, Illinois ~ VINTAGE AIRPLANE 35 Wanna be Fal11ous? Write an article for Vintage Airplane H.G. FRAUTSCHY AND SCOTT SPANGLER WhatMakes a Good Article? topic. It is specific. Like a good story, it should have a head- VAAers are hands-on participants, active in all facets of line that captures our attention and suggests what the vintage aviation. That's why, whenever possible, how-to is story is about, a subhead that expands on the headline, a common theme in each issue's mix of feature stories and and a strong lead paragraph that shows what the story is departments. EAA and its divisions are also about people. about-and why it's important to EAAers who love these This means a successful article doesn't tell what someone great old airplanes. did in recreational aviation-it shows how he or she did it. If you've already written the article, in lieu of a query No matter the subject or whether it is a feature or de- you may submit it as a file (preferably a Microsoft Word partment, a good article is a narrative with a story line- document) attached to your e-mail. Make sure all of your a beginning, middle, and end-that contact information-name, address, engages the reader. For example, any- Have you ever phone number, and e-mail address-is at one can write "My First Flight to EAA . • the top of the Word document. We can- AirVenture," and the articles would all consIderedbemg not assume responsibility for the loss or sound pretty much the same. A writer th.? return of unsolicited manuscripts, and with vision would look at EAA AirVen- an au or. we will not consider queries or manu­ ture and see "200 Miles a Day for Op- It's notas hard scripts submitted to more than one pub­ eration Thirst" or "Camp Scholler: How lication at the same time. the Neighborhood Has Changed Over as you might We will acknowledge receipt of your 25 Years." query or manuscript immediately and Always look beyond the obvious. Be think, andyou'd will do our best to let you know whether specific. Focus on one part of the whole. it's been accepted or rejected within 60 In how-to articles, teach by example, not be helping out days. (Expect a delay if you submit a by a chronological monologue or lecture. query or manuscript six weeks before or It's not a textbook. And it's not numbers your fellow after EAA AirVenture Oshkosh.) Upon ac­ connected by words foreign to the vo- b ceptance, all articles are subject to edit­ cabulary of the average pilot. Naturally, mem ers. ing. Please indicate whether we may print the story involves a VAAer, and to get a your e-mail address so readers can contact feel of what we're looking for, study the last few issues. you about the article. Submissions are published at the dis- Ultimately, every article must in some way enrich the cretion of the publisher and may appear in any EAA publi­ reader's aviation interest. VAAers are ordinary people of or- cation or on its website. dinary means with an extraordinary passion for aviation. Connect with them by being their eyes, ears, fingers, and Feature Articles nose. Avoid jargon, but don't talk down to them; more Each issue includes four or more features, which run than 96 percent of all VAA members are rated pilots, 20 per- between 1,500 and 3,000 words on average, that fall into cent of you are airframe and powerplant mechanics, and 77 these broad categories: percent of VAAers own at least one airplane. Explain new - Aircraft (antique, classic, or contemporary-if you terms concisely, or include a glossary. If the article is math need help understanding the categories, visit www. heavy, include a spreadsheet that allows readers to plug VintageAircraft.org and click on Judging Information at the in the variables. We'll post the spreadsheet on the Web so top of the web page) folks can download it for their use. - Equipment/innovations (that make flying safer, eas­ ier, or more affordable) Howto Propose/Submit anArticle - Training/techniques (that make flying safer and ex­ Time is everyone's most valuable resource; to make the pand pilot skills and capabilities) best use of it, please submit a query rather than a completed - Lifestyle/personality (of a VAAer known or unknown manuscript. Because the editorial staff is few in number, who has an interesting story) we don't accept phone queries. Instead, e-mail them to [email protected], and to avoid the spam folder, use Photography "Vintage Aircraft Article Query" in the subject line. Photos help tell the story, and they are essential to nearly A good query focuses on just one feature or department every submission. They must be of the highest quality and

36 SEPTEMBER 2008 must help tell the story. On rare occasions, we may assign a photographer to illustrate your article. What images to select depends on the story, but like a good movie they establish the scene and provide nec­ essary details. If someone is quoted often in an article, include several photos of the person doing something related to what he or she is talking about. When writ­ ing about a restoration, photos of its construction are often more important than photos of the finished proj­ ect. Whenever pOSSible, provide a wide selection (within reason-typically, 20 photos would be plenty!), and make sure you include caption and photo credit information for each one. Never send original slides or prints with an unsolicited manuscript. We cannot be responsible for lost slides or prints. Generally, we keep the images, but if you would like them returned, please let us know.

Digital Photos Digital photos are great and in fact make up 9S percent of the images we now use in the magazine, but unless they are of sufficient resolution and quality, what looks good on your computer screen may not work well in print. When requested to submit final versions of the photos, send the biggest image file aPEG or TIFF) your camera is capable of creating. Generally, a full-resolution picture from a 2-megapixel camera or better is required, or images 300 dpi or higher. Please do not "adjust" images in a digital photo­ graph program before sending them to us. ~------Do not send printed digital photos. They do not have the quality necessary for reproduction in the magazine. AERO CLASSIC Please send digital photos as individual JPEG or TIFF files. "COLLECTOR SERIES" Do not place them in a Word document or make a PDF of the document or photo. Vintage Tires Rename your digital photos so they are related to the New USA Production manuscript filename. For example, if the story is SmithAir­ Show off your pride and joy with a plane.doc, the photos should be named SmithAirplanel. fresh set of Vintage Rubber. These jpg, SmithAirplane2.jpg, etc. newly minted tires are FAA-TSO'd If your photo files are too big to e-mail, burn them to a and speed rated to 120 MPH. Some CD and send them via snail mail. If you have a high-speed things are better left the way they were, and in the 40's and 50's, these tires were perfectly in connection to the Internet, please let us know; we can sup­ tune to the exciting times in aviation. ply you with a link to a download site for the images. Not only do these tires set your vintage plane apart from the rest, but also look exceptional on all General Aviation Submission Checklist aircraft. Deep 8/32nd tread depth offers above average Before submitting your query or manuscript, ask yourself tread life and UV treated rubber resists aging. these questions: First impressions last a lifetime, so put these • Does it fit the mission of Vintage Airplane? bring back the good times ..... • Has the magazine addressed this topic in the last 18 New General Aviation Sizes Available: months or so? 500 x 5, 600 x 6, 700 x 8 • In what feature category or department does it best fit? Desser has the largest stock and • Is it unique, and does it show not tell? selection of Vintage and Warbird • Does it include information on the availability of pho­ tires in the world. Contact us tographs and/or art? • Does it include all author contact information? with Telephone: 800-247-8473 or 323-721-4900 FAX: 323-721-7888 Thank you for your interest in Vintage Airplane. It's great "1Q"~~"6900 Acco St. , Monlebello, CA 90640 when VM members pitch in to help one another. We look TIRE & RUBBER COMPANY 3400 Chelsea Ave, Memphis, TN 38106 ~ www.desser.com forward to seeing your work! ...... ­ VINTAGE AIRPLANE 37 .. This VAA Calendar of Events is a fraction of those posted on the newest page on the EAA website. To submit an event, or to view the most up to date list, please visit Something to buy, the EAA website at www.eaa.org/calendar. During 2008, we'll publish this calendar as we transition to an all-web based calendar for 2009. This list does not constitute sell, or trade? approval, sponsorship, involvement, control or direction of any fly-in, seminar, fly Classified Word Ads: $5 .50 per 10 words, market or other event. 180 words maximum, with boldface lead·in on first line. September 12-14 - Hammondsport, NY - Glenn H. Curtiss Museum's Annual Seaplane Classified Display Ads: One column wide (2.167 Homecoming. Featuring the first flight of the Curtiss "America ". Seaplane rides, The inches) by 1, 2, or 3 inches high at $20 per inch. Glenn Curtiss Salute seaplane parade, boat cruises on Keuka Lake, vendors and Black and white only, and no frequency discounts. exhibitors, period dress contest, and much more. "Dining with Glenn" dinner Saturday Advertising Closing Dates: 10th of second evening. Registration includes access to the museum all weekend . Contact: Glenn H. month prior to desired issue date (i.e., January Curtiss Museum, Phone: 607-569-2160, Email: [email protected] 10 is the closing date for the March issue). VAA September 13-14 - Auburn, IN -Midwest Stinson Fly-in. VAA Chapter 37 (GWB). Pancake reserves the right to reject any advertising in breakfast and Young Eagles in the morning with a Midwest fish and chicken fry on conflict with its policies. Rates cover one insertion Saturday evening. Visit one of the 3 local museums (Auburn, Cord, Duesenberg per issue. Classified ads are not accepted via phone . Payment must accompany order. Word Museum/ WW II Victory Vehicle Museum/ Hoosier Warbirds Museum) for a great day. ads may be sent via fax (920426-6845) or e-mail Vintage cars and motorcycles will also be on hand. Camping/ local motels available. ([email protected]) using credit card payment Contact: Tim Fox, Phone: 260-437-7702, Email: [email protected] (al l cards accepted). Include name on card, September 13-14 - Weirwood, VA - Great War Aerodrome WWI Fly- in . Campbell Field complete address, type of card, card number, (9VG). A WWI themed fly-in. Come see WWI replicas, models and re-enactors. Meet and expiration date. Make checks payable to historians and collectors. Repl ica owners and vendors should ontact: Robert Waring, EAA . Address advertising correspondence to Phone: 703 309-7596, Email: [email protected] EAA Publ ications Classified Ad Manager, P.O. September 19·21 - Troy, OH - WACO Field (lWF) Annual WACO Fly-i n at Historic WACO Box 3086, Oshkosh, WI 54903-3086. Field 8-5 Saturday and 9-4 Sunday. Pancake Breakfast Sat., WACO rides all 3 days, Parade of WACOs Sat., Museum tours, food and fun. Benefits the WACO Historical AIRCRAFT Society. For more information contact John Sch illing [email protected] Trone Aircraft Collection - Thunderbird or Karen Purke at [email protected] D. September 19·20 - Bartlesville, OK - 52 Annual Tulsa Regional Fly-In, Contact 1-918-622­ W-14, WACO 050, Challenger KR-31 , 8400, www.tulsaflyin.com Command-Aire, Bird, Uncoln5port, Polson September 19·21 - Coffeyville, KS - Funk Aircraft Owners Association Reunion. Coffeyville Special (Daugherty), Snyder Baby Bomber, Aviation (CFV). Gathering of Funk Aircraft from around the country. Buddy rides, Balloon Corben Super Ace, Nieuport 11. Photos Burst, Bomb Drop, Spot Landing Contests (weather permitting) and lots of 'hangar at www.dtroneaircraftco/lection.com. flying". Free admission. Contact: LaNell Brown, Phone: 903-461-1304, Email: brownrl@ Sales: eftrone@dtroneaircraftcollection. geusnet.com com , 217~-7501 September 19·21 - Coffeyville, KS, USA. Funk Aircraft Owners Association Reunion . Coffeyville Aviation (CFV). Gathering of Funk Aircraft from around the country. Buddy ENGINES rides, Balloon Burst, Bomb Drop, Spot Landing Contests (weather permitting) and lots of 'hangar flying". Free admission. Contact: LaNell Brown, Phone: 903-461-1304, Email: [email protected] D. Trone Aircraft Collection - Engines: Gnome September 20 - Delaware, OH - EAA Vintage 27 Fly In Breakfast. (DLZ) . Fly In Breakfast Rotary, Harroun, Sturtevant, Curtiss OXX-6, Start Time: 08:00 End Time: 10:00 Contact: Woody Mcintire, Phone: 6145652887, Curtiss V2-C3, Curtiss K-12, Wells-Adams, Email: [email protected] Michigan Rover, Kemp, LeRhone Rotary, September 20 - Delaware, OH, USA. EAA Vintage 27 Fly In Breakfast. (DLZ) . Fly In Globe Aero, Milwaukee Skymotor, Lenape Breakfast Start Time: 08:00-10:00 am . Contact: Woody Mcintire, Phone: 6145652887, Chief, Lenape, Lawrence WWI, Cleone, Long Email: [email protected] Harlequin, Lincoln Light. Photos at www. October 3·5 . Camden, SC , USA. VAA Chapter 3 Fall Fly-In. (CDN ). All Classes Welcome! dtroneaircraftcollection.com. Sales: eftrone@ BBQ on field Friday evening. EAA judging all classes Sat. Awards Dinner Sat night. dtroneaircraftco/lectlon.com, 217-632-7501 Contact: Jim Wilson, Phone: 843-753-7138, Email: [email protected] October 3·5 - Oshkosh, WI. The Golden Era of Aviation/ EAA Vintage Biplane & Spirit of St Louis Fantasy Flight Camp. Have you ever fantasized about flying a certain airplane MISCELLANEOUS or dreamed about becoming a part of history? Here is a once in a lifetime experience for aviation enthusiasts. Learn about great vintage aircraft and take a ride you 'll never Vintage Heath Aircraft Skis - Model 725, forget. Contact: [email protected], Phone: 920-426-6880, Email: [email protected] ATC 138, Max Load 1450#, $500 plus October 4 - Syracuse, KS. Syracuse Antique and Classic Fly-In. Syracuse Hamilton Co. S&H. Bud Hill 518-283-5459. Airport (3K3). Lots of antiques, classics, warbirds, experimentals and powered 'chutes. Chamber sponsors ch ili cookoff and burgers and brats at noon. Great time always had Flying wires available. 1994 pricing. Visit www. by all ! Contact: Steve Phillips, Phone: 620·384-5835, Email: [email protected] f/yingwires.com or call 800-517 -9278. October 4·5 - Hagerstown, MD, Washington. EAA Chapter 36 Fly-In and Fairchild Reunion. Hagerstown Regional Airport (HGR). This event held on Papa Ramp at Hagerstown Aviation Services, Hagerstown Regional Airport (KHGR). Great fun for young and old. SERVICES Excellent food, all day long. Start Time: 8 am-4 pm . Contact: Joseph Boyle, Phone: 301-797-1875, Email: [email protected] Always Flying Aircraft Restoration, LLC October 17·19 - Oshkosh, WI. Ford Tri -Motor Fantasy Flight Camp. EAA's weekend program A&P I.A.: Annual, 100 hr. inspections. gets flight enthusiasts up close and flying in this airplane. Contact: bcampbell@eaa .org, Wayne Forshey 740-472-1481 Phone: 920-426-6880, Email: [email protected] Ohio - statewide.

38 SEPTEMBER 2008 promising a ride to, or get involved in your local chapter. All you have to do is knock on the door. The 2008 event was more suc­ cessful than any of us ever dared to anticipate. The weather was unbelievably ex­ ceptional, and it was a safe event in our area. I had to laugh when it began to rain at 5:20 p.m. on the last day, Sunday, 20 minutes after the final air show act of the week. It was as if ev­ eryone was given 20 minutes to get o ItIJ. oft e 1 9 f 9 - 1949 to his or her vehicle without getting atlollal ofllt tfi.sr.c.ej drenched. That will always make me eonly comprehensive DVD Story of the National Air Races available today! glance toward the heavens and wink "Aviation fans will enjoy the year-by-year storytelling about the airplanes, and at the big guy for playing such a large the pilots who flew them"RoJt Do"oy, EAA Sport part in such a wonderful event. .... a positive addition to the aviation historian's Across the board, the VAA experi­ video collection." enced an awesome event with many J~rri B~,g~n , Amerlct:m Aviation Historical Society .. [ highly recommend this interesting video." VAA members in attendance. The Tall Tim SavlIge, Warbi,d Digest Pines Cafe, the VAA retail sales in the Red Bam, the type club tents, return­ ing past Grand Champions, lemon­ ade and popcorn contributions, the VAA picnic, and the Shawano Fly-Out were all successful. We'll have more news about next year's event in the 2008 EAA AIRCRAFT AWARDS coming months. Do you have a sug­ continued from page 5 gestion or comment about your ex­ Outstanding Mooney, Outstanding in Type Donald McGettigan, Mesa, AZ, 1962 Mooney M20C, N6242U perience? We'd like to hear from you. Outstanding Piper PA·22 Tri·Pacer, Outstanding lin Type You can send them directly to the Donald Bartlett, Carterville, IL, 1957 Piper PA·22·150, N7409D VAA office at vintageaircra([email protected] Outstanding Piper PA·24 Comanche, Outstanding in Type or by regular mail at Vintage Aircraft Ray Fey, Middleton, WI , 1966 Piper PA-24·260, N8897P Assoc., PO Box 3086, Oshkosh, WI Outstanding Limited Production, Outstanding in Type 54903-3086. Roger Baglien, Saddlebrooke, AZ, 1966 Alon A2, N6529Q And all of you wonderful volun­ Best Continuously Maintained, Outstanding in Type Joseph Judge, Bailey, CO, 1959 Piper PA·24·180, N5433P teers. We again had more than 500 individuals sign in to volunteer with SEAPLANE AWARDS the VAA. That's fantastic! The preci­ Gold Lindy Sion, devotion, and long hours. How Dick & Patsy Jackson, Rochester, NH, 1930 Sikorsky S-39, NC50V can we ever properly thank you for Silver Lindy Roxanne Newman, Fargo, ND, 1956 Piper PA-18 Super Cub, N6792B your undying devotion to the VAA? Bronze Lindy You are truly awesome. Bernie Ness, Fargo, ND, 1956 Piper PA-18 Super Cub , N7174B Please do us all the favor of invit­ Outstanding Amphibian ing a friend to join the VAA, and help Richard Springer, Fargo, ND , 1970 Piper PA-18 Super Cub, N7949 keep us the strong association we have Outstanding Metal Seaplane all enjoyed for so many years now. Bob Steneman, Aspen, CO, 1980 Cessna 182Q, N300BS EAAAirVenture Oshkosh 2009, The Outstanding Fabric Seaplane Craig Young, Hudson, WI, 1940 Piper J-3 Cub, NC32562 World's Greatest Aviation Celebration, is July 27 through August 2, 2009. A~ VINTAGE AIRPLANE 39 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION EAA's VINTAGE AIRCRAFT ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice· President Geoff Robison Web Sites: www.vintageaircraftorg, www_airventure.org, www.eaa_orglmemberbenefits 1521 E. MacGregor Dr. ~~~r~~:~t;~~ E-Mail: vintageaircra([email protected] New Haven, IN 46774 Hartford, WI 53027 260-493-4724 262-673-5885 cilie([email protected] [email protected] EAA and Division Membership Services Flight Instructor information _ . __ .920-426-6801 Secretary Treasurer 800-843-3612 ...... _.FAX 920-426-6761 Library Services/Research ...... __ 920-426-4848 Steve Nesse Charles W. Harris 2009 Highland Ave. 7215 East 46th St. (8:00 AM-7:00 PM Monday-Friday CST) Medical Questions ...... 920-426-6112 Albert Lea, MN 56007 Tulsa, OK 74147 507-373 -1 674 918-622-8400 -New/renew memberships: EAA, Divisions Technical Counselors ...... ___ 920-426-6864 [email protected] [email protected] (Vintage Aircraft Association, lAC, Warbirds), Young Eagles ... . . ______...... 877-806-8902 DIRECTORS National Association of Flight Instructors Benefits Steve Bender Dale A. Gustafson (NAFI) AUA Vintage Insurance Plan __ .. . 800-727-3823 85 Brush Hili Road 7724 Shady Hills Dr. Sherborn, MA 01770 Indianapolis, IN 46278 -Address changes EAA Aircraft Insurance Plan ... ..866-647-4322 508-653-7557 317-293-4430 -Merchandise sales Term Life and Accidental ...... 800-241-6103 sst 100comcast.1let dalefaye@msn. com -Gift memberships Death Insurance (Harvey Watt & Company) David Bennett j eannie Hili 375 Killdeer Ct P.O. Box 328 Programs and Activities ___ ...... _...... 1-800-JOIN-EAA Lincoln, CA 95648 Harvard, IL 60033-0328 916-645-8370 815-943-7205 Auto Fuel STCs ...... __ 920-426-4843 EAA Platinum VISA Card ..800-853-5576 ext. 8884 QlItiqller@inreach,com di"ghao@owc,lIet Build/restore information ...... 920-426-4821 EAA Aircraft Financing Plan . _ . . 866-808-6040 j ohn Berendt Espie "Butch " joyce 7645 Echo Point Rd. 704 N. Regional Rd . Chapters: locating/organizing . . ..920-426-4876 EAA Enterprise Rent-A-Car Program Ca nnon Falls, MN 55009 Greensboro, NC 27409 Education...... _...... 888-322-3229 ...... _..... _ . 877-GA1-ERAC 507-263-2414 336-668-3650 [email protected] [email protected] - EAA Air Academy Editorial. _...... ______...... 920-426-4825 jerry Brown Dan Knutson - EAA Scholarships VAA Office ...... _...... FAX 920-426-6579 460S Hickory Wood Row 106 Tena Marie Circle Greenwood, IN 46143 Lodi, WI 53555 317-422-9366 608-592-7224 [email protected] /[email protected] MEMBERSHIP INFORMATION Dave Clark Steve Keog 635 Ves tal Lane 1002 Heather Ln. EAA lAC Plainfield, IN 46168 Hartford, WI 53027 317-839-4500 262-966-7627 Membership in the Experimental Aircraft Current EAA members may join the [email protected] [email protected] Association, Inc. is $40 for one year, includ­ International Aerobatic Club, Inc_ Divi­ j ohn S. Copeland Robert D. "Bob" Lumley ing 12 issues of SPORT AVIATION. Family sion and receive SPORT AEROBATICS 1A Deacon Street 1265 South 124th St. membership is an additional $10 annually. magazine for an additional $45 per year. Northborough, MA 01532 Brookfield, WI 53005 Junior Membership (under 19 years of age) EAA Membership, SPORT AEROBAT­ 508-393-4775 262-782-2633 copeland l @ilmo.com [email protected] is available at $23 annually. All major credit ICS magazine and one year membership cards accepted for membership. (Add $16 for in the lAC Division is available for $55 Phil Coul son S. H. " Wes" Schmid 28415 Springbrook Dr. 2359 Lefeber Avenue Foreign Postage_) per year (SPORT AVIATION magazine Lawton, MI 49065 Wauwatosa, WI 532 13 not included). (Add $18 for Foreign 269-624-6490 414-771 -1545 Postage.) rcou lson5 [email protected] [email protected] EAA SPORT PILOT Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS DIRECTORS $20 per year. Current EAA members may join the EAA EAA Membership and EAA SPORT Warbirds of America Division and receive EMERITUS PILOT magazine is available for $40 per WARBIRDS magaZine for an additional $45 Robert C. Brauer E.E. "Buck" Hilbert 9345 S. Hoyne 8 \02 Leech Rd. year (SPORT AVIATION magazine not in­ per year. Union, IL 60 180 cluded). (Add $16 for Foreign Postage_) EAA Membership, WARBIRDS maga­ Ch~~!_~8~9~f43 815 -923-4591 [email protected] [email protected] zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $55 per Gen e Chase Gene Mo rris 2159 Ca rlton Rd. 5936 Steve Court Current EAA members may join the year (SPORT AVIATION magazine not in­ Oshkosh, WI 54904 Roanoke, TX 76262 Vintage Aircraft Association and receive cluded). (Add $7 for Foreign Postage.) 920-23 1-5002 817-491-9 1\0 [email protected] [email protected] VINTAGE AIRPLANE magaZine for an ad­ ditional $36 per year. FOREIGN MEMBERSHIPS Ronald C. Fritz 15401 Sparta Ave. EAA Membership, VINTAGE AIRPLANE Please submit your remittance with a Kent City, MI 49330 magazine and one year membership in the EAA check or draft drawn on a United States 616-6 78-50 12 Vintage Aircraft Association is available for $46 bank payable in United States dollars. Add per year (SPORT AVIATION magazine not in­ required Foreign Postage amount for each cluded). (Add $7 for Foreign Postage_) membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright 1:)2008 by the EAA Vintage Aircraft Association. All rights reserved. VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft AssociaUon of the Experimental Aircraft AssociaUon and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086. e-mail: [email protected]. Membership to Vintage Aircraft Association. which includes 12 issues of Vintage Airplane magazine, is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offICes. POSTMASTER: Send address changes to Vintage Airplane. PO Box 3086, Oshkosh, WI 54903-3086. PM 40083731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5_ FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft AssociaUon does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Members are encouraged to submij stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests enUrely with the contributor. No remuneration is made. Material should be sent to: Edijor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIATlON®, the EAA Logo® and Aeronautica™are registered tradernarl

40 SEPTEMBER 2008 ~ rTIIIZDII LIN COL N MERCURY

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