GEOFF ROBISON PRESI DEN T, VINTAGE AIR CRAFT ASSOCI ATION AirVenture 2007
At this writing I again find myself percent each year. The word is really volunteers. Steve works in the Vintage pulling volunteer duty with EM's B-17 getting out about how much fun and data shack (as well as being a terrific Bomber Tour. This time, my trip began personal satisfaction can be had when help as a photographer) and pumps in New Jersey. As I was flying commer volunteering. Start planning for next out a great nimber of quality products cial into Newark, we passed by the is year: "You gotta be there." in support of our organization and his land of Manhattan in New York City. fellow volunteers. It is always a warm and reassuring feel While on the topic of this year's ing to see my girlfriend just off shore, I have had the joy event, the post-AirVenture assessment with her torch still flying high over of befriending of all the activities in the Vintage area head. She appeared as beautiful as ever, reveals an enormous amount of suc forever symbolizing the freedoms this dozens of EAA cess. I tend not to measure our suc great nation stands for. Again, I have cesses solely in dollar amounts, as it had the joy of befriending dozens of and VAA members is more productive to assess what I see EAA and VAA members all over these as the true measure of these successes: United States. This weekend we are in all over these the results of watching and listening the "Queen City" of Cincinnati, Ohio, to as many attendees as we can. One being hosted by Warbird Squadron 18. United States. particularly notable improvement we This is a great bunch of folks, and they observed, and were particularly pleased have proven to be wonderful hosts to As most of you are aware, each year about, was this year's Vintage Aircraft the bomber and its crew. the VAA board of directors makes a Awards presentation in the Theater in When you receive this issue of Vin special effort to reward and recognize the Woods on Saturday night. tage Airplane, EAA AirVenture Oshkosh these special members, and it is there I personally fielded at least a half 2007 will be but a memory to those of fore my pleasure to announce this dozen strong and oftentimes emotional us who were fortunate enough to at year's "VAA Volunteers of the Year." remarks complimenting the division tend. It was really a great show. One Please join me in recognizing our 2007 on this much-improved program and of the most surprising and heartwarm Flightline Volunteer of the Year, Mr. A1 its presenters. One of our long-tenured ing statistics I will share with you is the Hallett of West Chicago, Illinois. Al has VAA board members informed me im fact that we, the VM, attracted an all been volunteering with the VM flight mediately after the event that he has time record-high number of volunteers line for more than five years now, and never missed our awards program since at this year's event. Be mindful that I he continuously has proven himself to its inception back in the 1970s, and he am referring only to those deeply dedi be an extremely valued member of the had never seen the program conducted cated individuals who, over the previ flightline crew. AI, thank you for your as well as this year's program. Many de ous 12 months, have volunteered more dedication and tireless efforts to assist served thanks are offered to everyone than 24,000 hours of total volunteer us in providing our membership with a who had a part in this success, includ time to further the success of our fine great convention each year. ing EM and VM staff, the board of di organization. It is with great pride that We also recognize a "VAA Behind rectors, and the many volunteers who I report to the membership of the VM the Scenes Volunteer of the Year." had a hand in the solid improvements that we had more than 500 individu With tremendous gratitude we high to this program this year. I know what als volunteer at AirVenture during the light the "behind the scenes" efforts of a home run looks like, and based on 2007 event. That's a great number by Steve Moyer of Lansdale, Pennsylva the many positive remarks we heard, itself, but another amazing element to nia, for his support of the VAA. Steve it's apparent that we smacked this one this wonderful success story is the fact is a longtime volunteer who has many out of the park! that the total number of volunteers talents that go a long way in providing As a matter of course, we always re continues to climb by 8 percent to 10 some very special support to our VAA continued on page 38 LANE OCTOBER VOL. 35, No. 10 2007 CONTENTS IFe Straight & Level AirVenture 2007 by Geoff Robison
2 News
5 Aeromail
6 Amazing AirVenture 2007 A vintage year for friends and airplanes by H.G. Frautschy
16 The Remarkable Bucker Bestmann A delight in flight! by Sparky Barnes Sargent
24 Benny Howard's Racers Return The resurrection of Benny Howard's Giant Killers, Mike and Ike by Karl D. Engelskirger
28 What's New for Vintage Pilots
30 The Vintage Instructor
" . ..shall become familiar with all available information ... /1 by Doug Stewart
32 Type Club Notes The Technical Corner-Instrument Systems As originally published in Travel Air Log, the newsletter of the Travel Air Restorers Association by Robert G. Lock
36 Mystery Plane by H.G. Frautschy EAA Publisher Tom Poberezny 37 EAA's New Reach for the Sky E-Newsletter Director of EAA Publications David Hipschman Helping people start making their dreams of flight a reality Executive Director/Editor H.G. Frautschy Executive Assistant Jillian Rooker 38 Calendar Managing Editor Kathleen Witman News Editor Ric Reynolds Photography Jim Koepnick 39 Classified Ads Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Daphene VanHullum COVERS Copy Editor Colleen Walsh FRONT COVER: An unusual angle for this shot highlights the strongly tapered wings of this Director of Advertising Katrina Bradshaw Bucker Bu 181 Bestmann, restored and flown here in the United States by Richard Epton. De Display Advertising Representatives: signed by Anders J. Andersson, the Bestmann has long been known as one of the great training Northeast: Allen Murray aircraft of its day. See Sparky Barnes' story of Epton and his Bestmann beginning on page 16. Phone 856·229·7180, FAX 856·229·7258, e·mail: aJ/mmlirraK"'lIlilldsprillg.com Southeast: Chester Baumgartner BACK COVER: High over the broken clouds of the north-central Midwest, Skip Holm pilots the Phone 727·532·4640, FAX 727·532·4630, e·mail: [email protected] Keith Rider R-4 replica racer, the Schoenfeldt Firecracker as it rockets along amongst the cloud Central: Gary Worden pillars. The Firecracker, owned by the Wathen Foundation, was one of the aircraft featured in Phone 800·444·9932, FAX 816·741·6458, e·mail: gary.wordell @Spc·lIlag.com front of the VAA Red Barn Hospitality center. For more on this year's VAA activities during EM Mountain & Pacific: John Gibson AirVenture Oshkosh 2007, please see the article beginning on page 6. Phone 916·784·9593, e·mail: ioilllgibsoll(i!.spc·lIIag.com Europe: Willi Tacke EM photos by EM Chief Photographer Jim Koepnick. Phone +49 (0) 8841 487515, FAX +49 (0) 8841 496012, e·mail: willi@{lyillg.page5.com VINTAGE AIRPLANE VAAIEAA Reaction to Alan Klapmeier to Speak at Taylorcraft AD EAA Halls of Fame Dinner As this article was going to press, Cirrus Design CEO Alan Klap VAA staff and the EAA Government meier, a longtime EAA member, will Programs office were drafting a re be the keynote speaker at the an sponse to the recently issued Airwor nual EAA Hall s of Fame dinner on thiness Directive (AD) 2007-16-14 November 9 at the EAA AirVe nture concerning Taylorcraft lift struts. The Museum. Alan and his brother, Dale, AD, which covers a broad spectrum began their business with a Cirrus of the Taylorcraft fleet, including all homebuilt des ign, the VK-3 0 (the A, B, and F models, requires owners prototype is on display in the EAA to have their lift struts inspected us AirVenture Museum), in the 1980s. ing either eddy current or ultrasonic They moved on to production air nondestructive testing (NDT) meth craft, producing the SR20 and SR22, ods, with the testing being conducted and in just over a decade became only by certified NDT inspectors as one of the top small-aircraft manu defined in the AD and Taylorcraft Ser Alan Klapmeier facturers in the world. At AirVe nture vice Bulletin 2007-001. This inspec this year, Cirrus announced develop (M ike Ma rkowski); Vintage Ai rcraft tion, due within five hours' time in ment of the SR Sport, a light-sport Hall of Fame (Chet Peek); Warbirds service after August 20, 2007, applies aircraft, and just weeks prior to the Hall of Fa me (Connie Edwards); In to unsealed struts built in accordance con vention unveiled its "the- jet" ternational Aerobatic Club Hall of with Taylorcraft part numbers A-A815 personal jet. Fame (Debby Rihn-Harvey, Bill Ker and A-A84, or their equivalent part EAA members are invited to at shner); and Flight Instructor Hall numbers as supplied by other ven tend the dinner, which includes the of Fame (Hal Shevers, Wolfgang dors. Owners should have received induction ceremonies for the vari Langewiesche) . Tickets can be or their copy of the AD via the U.S. mail; ous EAA halls of fame, including the dered by con tacting Matt Miller at if you've not received a copy, you can Homebuilders Hall of Fame (Randy [email protected] 800-236-1 025, or download it from the FAA website at Schlitter); Ultra li ght Hall of Fa me online at www.EAA .org/hal/of(ame. www.FAA.gov or from the Taylorcraft website at www.Taylorcraft.com. In general, we support the con as well as the cost from the factory to rosion though 70 percent of the strut cept of inspecting the wing struts convert the vented struts to those that attach fitting welded to the fuselage for corrosion. This AD is similar in are "sealed." Members have expressed lower longeron. The corroded fitting scope to the Piper lift strut AD first hope that other struts with parts man failed, pulling out of the longeron and issued more than 25 years ago, when ufacturer approval (PMA) meeting the resulting in the separation of the left internal corrosion caused the failure need for a sealed strut will be made wing of the airplane. Renowned sea of unsealed steel streamline tubing available by other vendors. plane pilot Dave Wiley and his student/ struts. For this particular AD, we will The replacement of the vented passenger, Scott Alan Forsberg, died in be commenting on the need for alter struts with new PMA'd or original the accident. The Taylorcraft factory nate methods of compliance for the equipment manager struts whose de has issued Service Letter No. 102-T, inspection, as well as our belief that sign has been modified to be consid dated September 4, 2007, to address once the initial inspection has been ered "sealed" terminates the repetitive its concerns regarding maintenance of accomplished, a longer interval than inspection requirements for the AD. this area of the aircraft structure. two years seems reasonable. Since the AD was issued, we've spo Taylorcraft Wing Strut VAA and EAA Comment ken nearly every day with members af Attach Fitting on Draft Policy Concerning fected by it. Most are concerned with We should also note that the struc Type Certificates the rationale used to initiate the AD, tural failure cited by the accident in Late this past summer, Edward S. and they have been struggling to gain vestigator as the cause of the crash of Chalpin, AIR-110 and AIR-100, and Da access to local NDT inspectors at a rea a Taylorcraft BF12-65 on July 28, 2007, vid Hempe, the FAA's manager of the sonable cost. They have also expressed is not related to the failure of the lift Aircraft Engineering Division, issued concerns regarding the ability of the strut. According to the investigator, it a draft policy concerning "Managing factory to supply replacement struts, was the direct result of undetected cor- Revoked, Suspended, Surrendered, And 2 OCTOBER 2007 Abandoned Type Certificates (TC) And agree with Mr. Ostrowski's comment Supplemental Type Certificates (STC)." that these aircraft should be included EAA and VAA are pleased that the FAA within this policy. has created this draft policy to deal • We concur with Mr. Robert Lock's with one aspect of the problems asso comments regarding the vintage air ciated with the release of data, which, craft community's hope that this coupled with a law pending in Con abandoned/revoked/suspended/sur gress, will allow those maintaining and rendered TC and STC data would be restoring some vintage aircraft to do so considered to have been placed "in in a safe and cost-effective manner. the public domain" for ready access We thank the FAA for its attentive by those who have an interest in ness to our previous request, made maintaining the continued airwor during previous meetings with EAA thiness of Vintage aircraft. The widest and other industry representatives, possible latitude for the release of this Complete the AirVenture for a procedure that would allow for data should be available to the agency Pilots ATC Survey the distribution of certain types of TC so that CAMACO can assist the own Did you fly your airplane to EAA data. We understand the difficulty in ers/restorers of these historic aircraft AirVenture Oshkosh 2007? If so, the dealing with the issues of proprietary by providing them with appropriate FAA's air traffic control team asks data and intellectual property rights information. We also concur with Mr. that you take a few minutes to com when creating the policy. Having said Lock's comments regarding his con plete a lO-question survey located that, there are a number of issues that cerns related to the resources avail on the EAA AirVenture website at we have addressed in a letter dated to able within the FAA to comply with https://Secure. EAA.orgiAirVenture/atc Mr. Chalpin sent at the end of August. this policy, and we look forward to feedback. html. Among them were the following: hearing positive news regarding the Your help will provide impor • Concern that if the law pending inventory and availability of the data tant information that will allow in Congress is not enacted, there is related to this policy. controllers to continuously im no clear legal provision for the FAA to As this article was being written, prove the process to make for release the data. further comments regarding the ex safer, more efficient operations at • Concern that the rule as cur port of vintage aircraft were being con future fly-ins. rently written could be interpreted to sidered, with a fOllow-up letter being preclude the export of vintage aircraft drafted to address this issue. It should Vintage Errata from the United States. be noted that this portion of the pol In last month's feature story about • Asking for clarification regard icy is driven in large part by the stan Bob Lock and his Command-Aire 5C3, ing this policy and the restoration dards regarding the support of TC'd we managed to misspell valued contribu of previously unrestored aircraft products imposed by other countries. tor Gilles Auliard's name in the credit that do not have current airworthi For the full text of the letter, please line for the author. Our apologies, Gilles! ness certificates. visit www. VintageAircra{t.org, e-mail us • We believe it should be stated that at VintageAircra([email protected], or drop us a Copperstate Caps the while the FAA is not obligated to create line at 920-426-6110; we'd be happy Regional Fly-In Season service information, the FAA, in accor to put a copy in the mail to you. Copperstate EAA Regional Fly-In of dance with the applicable law currently ficials report that early exhibitor regis included in pending legislation before trations for this year's event are running Congress, is obligated to release the well ahead of previous years thanks to a data to a third party who may wish to great reception at its exhibit at EAA Air develop service information. Venture Oshkosh. • We stated concurrence with com The fly-in is scheduled for October ments made by Dave Ostrowski re 25-28 at Casa Grande Municipal Airport garding the issues related to aircraft Enjoy Fall's Colors (CGZ). Visit www.Copperstate.org for an produced starting in the 1920s though in the Tri-Motor updated exhibitors list, as well as every 1959 under Group 2 and Bulletin 7A Wisconsin's spectacular fall foliage thing else you need to know about this aircraft approvals (more than 600 air can be breathtaking at eye-level, but year's event. CGZ is located midway be craft that were approved in that man it's simply spectacular from the air. tween Phoenix and Tucson, Arizona, ner). If the policy in place during the EAA's 1929 Ford Tri-Motor will again just a few miles west of Interstate 10. active use of the TC concerning the be taking fall color flights October The Southeast Regional EAA Fly-In is furnishing of data to the Department 13-14. Reservations can be made by scheduled for October 12-14 at Middleton of Commerce/CAA/FAA was the same calling 920-426-6880 or going online Field (GZH) in Evergreen, Alabama. For as it was for TC'd products, then we at www.AirVentureMuseum.org. more information, visit www. SERFI.org. VINTAGE AIRPLAN E 3 surprises as you hear chilling stories filled with ghastly aviation history. Admission to the Haunted Hangar is just $S per per son, and all visitors are en couraged to dress in their favorite Halloween cos tume. EAA members and children S and younger are admitted free. Reser vations are not required but are recommended by It's Spooktacular! calling 920-426-6880 or EAA's Haunted Hangar by visiting our secure registration site If you live within driving distance at www.AirVentureMuseum.org. Volun of Oshkosh, consider a fun trip with teers are needed for this event. If you your children or grandchildren for are interested please contact the mu a spooktacular event. The spirit of seum at 920-426-4818. Halloween connects with aviation history at the EAA AirVenture Muse The Slightly Haunted Hangar um's popular annual event as EAA's For younger visitors, EAA's Slightly Haunted Hangar takes place Octo Haunted Hangar is a fun and friendly ber 19-20 and the following week on way to celebrate Halloween on Octo October 26 and 27. ber 28, 11 a.m.-2 p.m. They'll have All the lights are turned off in the the opportunity to trick or treat, play Slightly Haunted Hangar is included museum and spooky guides will lead games, participate in Halloween "activ in regular museum admission. EAA guests on an exciting flashlight tour. ities, and even come dressed in their members and children ages Sand Watch out for Halloween ghosts and favorite costume. Admission to the younger are always admitted free. SPEND LESS & FLY MORE! Introducing Your Newest EAA Member Benefit EAA'S NEW PLAnNUM VISA- CREDIT CARD
• Up to 1096 off purchases with Aircraft • Every purchase benefits EAA programs like Young Spruce & Specialty· Eagles, Air Academy, and SportAir Workshops • Extra benefits include Auto Rental and Travel • No annual fee, cash back, rewards Accident Insurance, 100% Fraud Protections, • Extra-low interest rate during first 12 months Warranty Manager, Travel/Emergency Assistance Only the new EAA credit card issued by U.S. Bank qualifies you for money-saving Aircraft Spruce & Specialty discounts. If you don't have one yet, apply for EAA's Platinum VISA®credit card today by visiting www.usbank.com/eaavisa or by calling 1-800-853-5576 ext. 888l. For more information contact EAA's member services team at 1-800-564-6322.
*Save up to 10% on purchases at Aircraft Spruce & Specialty, some restrictions apply. Visit the US Bank booth in the North Membership Tent in Member Village during AirVenture!
4 OCTOBER 2007 S END YO UR COMMENTS AND QUESTIONS TO: VAA , LETTERS TO THE EDITOR P.O. Box 3086 OSH KOSH , WI 54903-3086 OR YOU CAN E-MAI L TH EM TO: [email protected]
Why, I Remember That Airplane... Editor's Note: In addition to roles as the computer systems gum When I saw the cover on the July 2007 issue of Vintage and later as director ofthe EAA museum (and wearing a variety Airplane it brought back a memory of some SO years ago. ofother hats as well), Gene Chase served as senior editor ofEAA I was flying the Utah Oil Refining Company's Cessna publications and editor of Vintage Airplane magazine from 310, N4811 B, out of Salt Lake City and dropped off a 1979 through 1987, and he has remained not only a valuable passenger at McGowan Field at Boise, Idaho. Always on resource regarding the history ofEAA and its divisions (his wife, the lookout for old airplanes, I spotted this vintage Travel Dorothy, once served as the office secretary for the divisions), but Air tied down on the flightline and took two photos also an active EAA/VAA volunteer and all-around nice guy ever with my aged Kodak 620 (see below). On the back side since his retirement in 1987. Gene was bestowed with the title Di of the prints is noted: October 18, 1956, Travel Air lO-D, rector Emeritus upon his retirement from the VAA board. -HGF N418N, SIN 10-2011, Jacobs R-7SS. As I recall, the right side cabin door had been .------, enlarged. Inquiring about the plane at the FBO office, I was told the Travel Air was used to drop bales of hay to snow-bound cattle in the nearby mountains. I am pleased to see this grand old girl is flying again, and I congratulate Ron Waldron and Harry Wooldridge for their beau tiful restoration. Gene R. Chase Oshkosh, Wisconsin
VINTAGE AIRPLANE 5 by H.G. Frautschy
This spectacular 1940 Cessna Airmaster finished in Civil Aeronautics Authority (CAA) colors is the product of the hard work done by Vernon Heyrman of De Pere, Wisconsin. It was presented with the Antique-Bronze Age Outstanding Closed-Cockpit Monoplane trophy.
6 OCTOBER 2007 ore than a thousand vintage showplanes and campers parked by hundreds of VAA volunteers. Twenty-two Type Clubs hosted in the Type Club tent. Dozens of pieces Mof sheet metal used to teach sheet metal forming in the Workshop tent. Thousands of bags of popcorn popped in the VAA Red Bam Hospitality Center. Zillions of people served at the VAA Help Desk in the Red Bam. More than 600 VAA participant plaques handed out to members. About 15,500 flowers planted on the EAA AirVenture Oshkosh grounds (thanks, Karen and volunteers!). More than 400 volunteers who pitched in and helped the EAA maintenance department. Approximately 7,600 meals served to those volunteers before the start of AirVenture. And 2,500 meals served at the VAA's Tall Pines Cafe, cooked and served by dozens of VAA volunteers. Oh, yes, and nearly 1,200 portable toilets to provide for the comfort of the volunteers, members, and visitors who trek over the 1,600 acres of AirVenture grounds. Numbers are sometimes fun to contemplate, but if you look closely at the paragraph above, it repeats one word more than any other volunteer. Without your volunteer participation, the annual EAA convention simply wouldn't happen. Not like this, anyway. It would be a lot more expensive, and it probably would not be filled with as many member-requested forums and displays as there are today. This annual event has become the go-to destination for people worldwide, and you and your fellow VAA/EAA members can look at one another with pride and say, "Yeah, we help create the world's greatest aviation celebration./I Congratulations to you, the volunteers, to the hundreds of pilots who take the time and cover the gas money to fly their vintage airplanes to Wittman Field, to the thousands of members who attend the convention, and let's not forget the staff of EAA. Sure, it's their job, but I guarantee you, if it were not for the passion and dedication to the mission of EAA and VAA I see in the office all year long, the annual aviationfest we call AirVenture wouldn't come off nearly as effiCiently and well run. Our thanks to all of you! But it's not the prospect of swatting Wisconsin's legendary mosquitoes that brings us to the upper Midwest each summer; it's the vintage airplanes and our friends who we see each year that brings us back. Let's take a look at many of the planes and people who make AirVenture the Singular experience it is. Wow! And this isn't everybody! Steve Moyer braved the heights of the VAA Flightline Shack roof to capture this shot of many of the nearly 500 VAA volunteers who make it possible for the VAA to host 1,014 showplanes and vintage campers. Great job, one and all!
Flightline "Volunteer of the Year" award recipient AI Hallett doing what he does best and with great enthusiasm, directing VAA members and their airplanes to a spot in the grass in the Vintage area. STEVE MOYER ~------~ VINTAGE A I R PLA N E 7 The new VAA Awards program "Hey, isn't that a••• ?" Most people walking by Rick Hamlin's Ryan now presents all of the VAA knew it looked familiar, but they just couldn't put their finger on awards within one hour on what it was, exactly. Well, it's a Ryan PT-22, modified by the late Saturday night, and thanks in Mark Hoskins in the early 1960s. Thanks to sharp-looking wheel part to the volunteer efforts fairings and a 220-hp Continental, the Super Ryan, as it was of emcee David Clark (one of dubbed by Hoskins, wowed those who remember it from 40 years the VAA's judges, unfortunately ago. Now owned by Hamlin, a noted Auburn, Cord, and Duesenberg not shown in this photo), the automobile restorer and a vintage airplane pilot, the Ryan is again program came off beautifully. turning heads wherever it goes. Seated on the left, VAA Left: Dave Carlson (left) President Geoff Robison joins and Archie Jones have the crowd in acknowledging the just put the finishing efforts of the VAA judging corps, touch on the VAA Red who were all asked to stand Barn Hospitality Center, and receive the appreciation the VAA windsock. You ovation. Shown are (back row, can bet they wear their left to right), Dean Richardson, stickiest shoes! Dan Knutson, and Tim Popp, and in the front row, Geoff, Dale Gustafson, and Don Coleman.
8 OCTOBER 2007 The Grand Champion Contemporary Award went to Bill Rose's 1956 de Havilland DHC·1B·2·S5 Chipmunk. So often the sheet metal on a vintage airplane used for flight training can look a bit like a lumpy burlap sack, but not this excellent airplane. The sheet metal and nose bowl looked as though they'd just been created by the de Havilland factory, and the rest of the airframe was equally as expertly finished.
John Watts does his thing as he works the taxiway in the Vintage parking area. John travels to AirVenture every year from San Diego, California.
VINTAGE AIRPLANE 9 Lars DeJounge has the only flying Saab 91 Safir in the United States. Designed by legendary Swedish engineer Anders J. Anderson, this Safir was built in Linkoping, Sweden, late in 1961 and first registered in March 1962. Anderson also designed the Biicker Bestmann (see the article starting on page 16), and the two aircraft share many similar characteristics. The type was originally built as a training aircraft for both the Swedish and Finnish air forces.
It was fun to see the 1950 Anderson Greenwood AND-51-A on the flightline. Winner of the Classic Class II (81-150 hpJ Bronze Lindy, David Powell's neat restoration of this rare Classic category airplane (there are six currently registered) drew admirers throughout the week.
The subject of one of next month's full-color ~~~ features in Vintage Airplane, this is the Antique Golden Age (1918-1927) Champion, Chuck Wentworth! Antique Aero's restoration of John Seibold's Stinson SM-1B, the only one left.
10 OCTOBER 2007 TelT}' Chastain lands the Waco QCF restored by the folks at Old Style Aircraft Company of Creve Coeur, Missouri. Special arrangements were made to designate a strip of grass south and slightly west of Runway 36L as a grass landing strip. Don't wony, Teny didn't land short; those cones highlight a spot in the grass a bit smoother for touchdown! The QCF was presented with the Grand Champion Gold Lindy award.
Each Saturday during the convention, the town of Shawano, Wisconsin, hosts a fly-in for those pilots at AirVenture who'd like to "fly-out." This year's "fly-outers" gathered for a group shot with VAA Director Jeannie Hill (center, kneeling) prior to their early morning departure.
The Antique airplane judges. The Classic airplane judges. VINTAGE AIRPLANE 11 The VAA Tall Pines Cafe is the place on the field for a great breakfast. Cooking the pancakes in the foreground is Jim Roberts, and the scrambled eggs are being herded around the grill by Chuck Sandager. You can't see him very well in this shot, but Mike Hoag is also . helping in the kitchen.
Mary Lynch of Green Bay, Wisconsin, and David Carlson of Monticello, Minnesota, spent much of their day delivering bags of ice and bottles of water to hundreds of VAA members camping in the Vintage aircraft parking area. The construction of an insulated box to carry the ice allowed Mary and David to range far afield before having to return to base for more supplies. We caught up with them well south of the Runway 36 threshold, about Row 135. Like the many John Deere Gators lent to EAA for the convention by John Deere, this Gator proved to be invaluable in serving the members' needs.
12 OCTOBER 2007 A pair of award-winning Waco QCFs from Rare Aircraft of Owatonna, Minnesota, rest in the Antique parking area. On the left is the Antique Reserve Grand Champion, a 1931 Waco, while to the right is the Silver Age (1928-1936) Champion, another 1931 model QCF.
Michael Kosta, co-chainnan of VAA Flightline Safety, Oxyacetylene welding and many other sheet steps toward the cockpit as Glenn Peck, the restorer metal skills were taught and demonstrated in of the Historic Aviation Museum's de Havilland DH the Workshop tent located between the Red 4M2A, shuts down the mighty Liberty engine in mid Barn and the Type Club tent. afternoon on Friday. JACK McCARTHY The relief of finally making it to Oshkosh shows on Glenn's face as he greets friend Don Parsons after his alTival. The odyssey began the previous Saturday, and only through tremendous perseverance did he continue the flight from Creve Coeur, Missouri, to Oshkosh. We'll have more on this one-of-a-kind biplane, and Glenn Peck's restoration, in an upcoming issue of Vintage Airplane. While the DH-4 did alTive after the judging deadline had passed, the judges were unanimous that a special Antique Judges Choice award be presented to Glenn and AI Stix for their massive mailplane. V I N T AGE AIRPLANE 13 Lorraine Morris and her husband, Ken, were two of the volunteers who hosted and demonstrated the proper techniques for hand propping a vintage airplane. The demonstrations, held just east of the Red Barn Hospitality Center, proved to be The Type Club tent hosted 22 type clubs from around the among the most popular of the VAA's country, each a committed group of folks who enjoy flying educational programs. and restoring their favorite airplanes.
The VAA board of directors and executive director (kneeling) pause for a group photo after the annual business meeting. Each of these folks dedicates hundreds of volunteer hours over the course of the year. (Except for yours truly, [kneeling] who gets paid to work with these fine folks.) Veteran VAA photographer Jack McCarthy kept muttering something about "herding cats" when referring to trying to gather the group for the shot. I'm sure none of us knew what he was talking about ••• 14 OCTOBER 2007 Left: Tom Poberemy speaks and Buck Hilbert presents the Dorothy Hilbert Volunteer Award, presented each year to a female EAA volunteer who exhibits the same passion, dedication, and devotion for volunteerism as did the late Dorothy Hilbert. Buck Hilbert created the award to honor the memol)' of his wife, steadfast EAA volunteer, who passed away last year. "Dorothy was a dedicated 3S-year volunteer at AirVenture," Buck said. "She was known as the 'Hangar Queen at the Wearhouse' because she has helped organize all of the women volunteers." The inaugural recipient of the award is Dolores Neunteufel, who chairs the EAA AirVenture Assistance Center. "Dolores is one of those 'quiet volunteers' who has always worked behind the scenes and not in the spotlight," said Sandy Marsh, chairman of the Activities Center. "She has always been willing to do whatever it takes to get the job done."
VAA Volunteer Center Chairwoman Anna Osborn chats with a volunteer. Anna and her volunteers processed more than 500 volunteers over the = _ course of the week.
The Grand Champion Classic is this vel)' neat Cessna 170 belonging to Steve Jacobson of Fort Worth, Texas. Steve tells us that if he'd really known in advance what it would take to restore it, he'd have walked away. After admiring both the interior and exterior, I'm pretty sure he's glad he didn't think about it too hard...... VINTAGE AIRPLANE 15 A delight in flight!
BY SPARKY BARNES SARGENT
'chard Epton is one happy flyby when you waggle the stick. If to Sweden from Germany, started pilot, and he radiates an in you do that in a Tiger Moth noth an aircraft company called Svenska fectious enthusiasm when ing happens, but do it with a Bucker Aero (known today as SAAB). About e describes his Bucker Best and it goes knife-edge," says Epton, 10 years later, Bucker moved back mann.ru He's owned other airplanes, his cheerful countenance aglow, add to Germany and named his new air but the Bestmann is something spe ing, "For a 1940s airplane, it was way craft company Bucker Flugzeugbau cial to him, and not just because it's ahead of its time." GmbH. In 1933, Anders]. Andersson, the only one actively flying in the his chief engineer, designed and built United States (one is on display at Brief Biicker Histol)' a two-seat trainer, the BU-131 ]ung Fantasy of Flight in Florida), but also A brief look at the history of Bucker mann, in less than six months. The because of its classic good looks and aircraft shows that in the early 1920s small biplane was fully aerobatic and excellent performance. Carl Clemens Bucker, a naval avia economical to operate and soon went "It's incredibly responsive on a tor who had taken his flying career into production for the Luftsportver 16 OCTOBER 2007 "It's incredibly for production in the United States, . but by the 1960s they began enter responsIve on a ing the country and were classified as experimental-exhibition or exper flyby when you imental-amateur-built, depending waggle the stick. on how they were built. Their origi nal engines, such as the Hirth, Tigre, If you do that in or Siemens-Halske, have often been replaced with more reliable Warner, a Tiger Moth Lycoming, or LOM (Letecke opravny nothing happens, Malesice) engines. over the years. but do it with a The Bestmann The prototype Bticker Bu 181 Best Bucker and it mann took to the skies in early 1939, and production of this model began goes knife-edge." the following year at the Bticker fac tory in Germany, where it continued -Richard Epton throughout World War II. The Best mann was a primary trainer for the German Luftwaffe, and it quickly be came quite popular for several rea sons. For one, it allowed an instructor and student to sit side by side in the comfort of an enclosed cabin, as op posed to the earlier Bucker models, ~ which had tandem seating and typi ~ cally an open cockpit. Its aerobatic
Z Bestmanns have been built under li ~ ~ cense in at least 23 European coun ~ tries since production first began. ~ One interesting historical note is that The wings are ready, and the fuselage is a work in progress. the Bucker Student and Bestmann designs inspired the successful post band, a civilian flying association. two-place Bti 181 Bestmann; and a war Zlin 26 series aerobatic aircraft. In 1934, the need arose for a sin single-place Bti 182 Kornett. In the Notably, during the first FAI World gle-seat advanced trainer that was following years, several other coun Aerobatic Championships held in more aerobatic, and the BU-133 Jung tries, including Switzerland, Japan, 1960 at Bratislava, Czechoslovakia, meister was designed. Other aircraft Spain, and Czechoslovakia were li Zlin Z-226As were the top competi were also designed by Bticker Flug censed to build various models of tors, winning first, second, and third zeugbau GmbH, including the two Bticker aircraft. places. Additionally, according to place, low-wing Bti 180 Student; a Bticker aircraft were never licensed Steve Beaver of Columbus, Ohio, who VINTAGE AIRPLANE 17 Now here's a nice clean engine room. The spacious cockpit of the Bestmann. has restored both Zlin and Bucker jection and an overhead cam, like a aircraft, "There are many similarities modern car. It is a very modern en between these aircraft, to the extent gine that runs more like a Honda that a lot of components are inter than a Lycoming! Unusually, the su changeable, particularly in the land percharger can be engaged or disen ing gear and control system." gaged in flight, so it produces 160 hp when the supercharger is engaged N94245 and 140 hp when it is turned off." Epton's Bestmann (s/n 145) is a Epton purchased N94245 from Mo handsome example of the Czecho riarty in July 2006 and requested the !Z UJ slovakian-built Z-381 and was manu willing and capable help of Beaver, ~ ('}j factured in 1949. Previous owner Joe who also owns and flies a Bucker Jung- f3 Moriarty of Phoenix, Arizona, im mann, to fly it home to Brooks, Geor- ~ ported the aircraft in September 1981 gia. Reflecting on that flight, Beaver ~ from Karl Wittig of Gande Kasse, Ger says, "It was a privilege to fly Richard's ~ rJ) many. It was shipped to Houston, Bestmann from Phoenix. Even though rJ) ~ Texas, where it was reassembled, in N94245 has pic k ed up a few pounds OJ: Above: Close-up view of the split flap. Left: This Bestmann is powered by a Czechoslovakian LOM 332B engine of 140 hp (or 160 hp when supercharged). The Bestmann opens wide for easy ac cess to the cockpit and engine. VINTAGE AIRPLANE 19 than 7 gallons per hour, according to Epton, "at an economical cruise of about 115 to 117 mph. If you want to burn more gas, you can engage the supercharger. I normally fly for two hours before refueling, but you could fly safely three hours, with a reserve remaining. So Lakeland, Florida, was an easy shot from my home in Brooks. I flew halfway, landed in Thomasville for gas, and then came straight on ... in to Lakeland. The weather was per ~ fect, with a high overcast that kept ~ the sun off my head. I've tinted the ~ top glass of the aircraft because it is a 0: c:; greenhouse when the sun is shining > ~ directly on you." g; The nearly 6-foot 9-inch tall Son Richard and his lady friend, Dee, flew a D16A Twin NaYion to the show, and Bestmann sits a bit high on its nar- Epton flew his Bestmann. row gear, yet Epton finds that its 2 0 OCTOBER 2007 Joe Moriarty with N94245 in Phoenix, Arizona. Steve Beaver with the Besbnann, upon aniYal at Epton's home in Brooks, Georgia. ~ ~ ADelight in Flight asks for 15 degrees of flap, and with ~ Although the Bestmann's inte steady application of full power the o m rior has a rather Spartan appearance, aircraft accelerates smartly in a three ground-handling characteristics Epton finds that it's a very comfort point attitude. He said, 'Don't push are very good, with its large cable- able airplane and functional as well, the stick, just open the throttle and operated rudder and effective brakes. since the seats are designed to ac stay dead straight. At 45 mph, put The fully swiveling tail wheel has commodate seat-style parachutes and one finger on the stick and move it an oleo-spring shock strut, as do the the instrument panel and controls forward one inch, feel the tail come main gear. The ailerons and elevators are easily accessible from either seat. up, and then at 55 mph move it back are activated by push-pull rods that Since visibility over the nose is ex 1 inch'-and it gently becomes air glide easily through their bushings cellent, Epton doesn't need to S-turn borne. It's a throaty, noisy little rascal and require only the typical light-as while taxiing, and in flight visibility on takeoff, as it has straight pipes of a-feather Bticker touch. The ailerons, is even better. That, combined with only about 10 inches. Then with the elevators, and rudder are fabric- its quick responsiveness, makes it a split-style flaps retracted, speed in covered, and the tail group is of wood pleasure to fly. creases very quickly to the best climb construction (fabric-covered ply Describing his first flight in the speed of 80 mph, and by the time wood on the horizontal and vertical Bestmann, Epton says, "It was in you level off at cruise, the airspeed is stabilizers), as are the tapered, canti Phoenix, where it was 105 degrees. around 115 mph." levered wings, which have a span of We had a heavy load. I was in the The Bestmann is well-behaved dur 34 feet 9 inches. From nose to tail, left seat, where the only brakes are, ing landings, provided the pilot stays the Bestmann measures 25 feet 9 and the other pilot was in the right alert, as in any tailwheel aircraft. Ep inches, and its wooden monocoque seat, with plenty of fuel. We taxied ton describes the procedure this way: fuselage has a steel tubing framework for 25 minutes, and I'm wondering "With 15 degrees of flap at 115 mph protecting the cabin area. just how we're going to do. Takeoff (or less) slowing to a downwind speed VINTAGE AIRPLANE 2 1 Here you can easily see two of the four metal straps that run lengthwise on the wooden monocoque fuselage. The straps distribute the load of tow ing gtiders. !Z reveals just how much of a delight in ~ flight it really is. "Like its brethren, « ~ the Bestmann is a good aerobatic per ~ former. The controls are very light, « ~ smooth, and perfectly balanced," ex :<: ~ plains Beaver. "They just beg to be ~ exercised to the full! Rolls are partic o ~;jjI!i<'I:;l;;,l ~ ularly easy to perform, and despite Cl. its relatively high aspect ratio wings, clover' if you are slow or too heavy there is little adverse yaw. The only on the input." thing the pilot must watch is that like Beaver also praises the Bestmann's many older aerobatic monoplanes, flying characteristics. "In flight, the though it handles well-flown aero Bestmann clearly shows its wonderful batics with ease, a poorly flown ma heritage. As with all of Andersson's de neuver can get you into trouble. The signs, it has a combination of stability Bestmann is quite clean and will pick and maneuverability that seems nearly up speed in a hurry." impossible. How can an aircraft have With the airplane's incredible re such powerful, positive stability and sponsiveness, comfortable cabin, yet be capable of any and all aerobat great visibility, and efficient, power This Bestmann was built for towing ics with just the pressure of your little ful engine, it's no wonder that Epton gliders. Note the tow hook aft of the finger? Aircraft with such immaculate displays such a happy countenance tail wheel. handling are rare indeed. The SIAI- whenever he flies, or even talks about, Marchetti SF260, Fournier RF4, Swear his Czechoslovakian-built Bestmann. of 80 mph, you turn base at 70 mph ingen SX300, and the Zlin (Z-226 and It's a likely bet that he'll be flying and fly final at 65 mph with the full Z-526) are the only aircraft I have flown N94245 for many years to come, so if 45 degrees of flap. Touchdown is that are in any way comparable." you're in the southeastern portion of around 50 mph and the aircraft may And the Bestmann, similar to the the United States, be sure to keep an be three-pointed, or wheel landed, Jungmann andJungmeister with their eye open for a transplanted English though attention must be paid to instantaneous response to an experi man flying this handsomely restored, rudder input as she will 'smell the enced pilot's knowing touch, quickly award-winning classic...... 22 OCTOBER 2007 Benny Howard's The resurrection of Benny Howard's Giant Killers, Mike and Ike BY KARL D. ENGELSKIRGER PRESIDENT, THE NORTHERN OHIO MUSEUM OF AVIATION After nearly 60 years in relative obscurity, Benny Howard's origi nal 1932 Howard DGA-S air racers, Mike and Ike, are undergoing resto ration to airworthy condition. My business partner Tom Matowitz Above: Benny Howard's Mike. The registration currently on the airplane is not the original number issued to the racer, Mike's original registration number of NR55Y is now registered to Gus Limbach's Gusty homebuitt aerobatic airplane, while Ike's original number is assigned to Kim Kovach's Ike replica. Left: Ike's original cowl and Menasco 8-6 Buccaneer engine await restoration. 24 O CTOBER 2007 and I were able to obtain both air We are very Hinckley, Ohio. It is our goal to planes from their longtime owner, have Mike back in the air in roughly Joe Binder. Binder purchased the fortunate that three years and Ike airborne shortly vintage National Air Races aircraft thereafter. We are very fortunate in the early 1950s with the hopes that both airplanes are virtually of restoring both airplanes, but he both airplanes are complete and in amazing condition never quite accomplished his goal. considering their age. With the ex Other than brief appearances at Os virtually complete ception of Mike's original Menasco hkosh in 1991, and Mike's brief stay B6S engine, an original Bosch mag at the Crawford Museum in Cleve and in amazing neto SWitch, and a few sheet metal land during the mid 1990s, both air fairings, all of the parts are pres planes have been out of public view ent. It is our goal to restore the for more than half a century. condition considering airplanes as close to original con The restoration process began dition as possible. In the interest in early May 2007 at our shop in their age. of safety, a few modifications will Ike's Benny Howard stablemate, Mike. The early versions of the airplanes were distinctly different in appearance, with Ike sporting a pair of tandem-wheel main landing gears. Later, when Ike's gear was revised to the standard two-wheel gear configuration, only differences in the markings and nose bowl configuration (plus, of course, the different markings and aircraft registration numbers) made it possible to tell the differences between the two racers. VINTAGE AIRPLANE 2S Moving day after the sale. Except for a visit to EAA during the annual fly-in and convention in 1991 for EAA's celebration of the Golden Age of Air Racing, and a display of Mike at the Crawford Museum in the 1990s, neither airplane had been out of the garage since Joe Binder's purchase from Benny Howard in the late 194Os. Thanks to the efforts of Binder, both airplane projects were complete. include the installation of brakes, tail wh eels, and a Czech M-13?A engine to power Mike. To the best of our knowledge, Be n ny Howard's Mike and Ike are likely the only original Thompson Trophy racers with any potential of returnin g to airworthy status. Both have great h istorical importance: Mi ke placed third in the Thompson Trophy Race in 1933 and won the Greve Trophy in 1935, and Ike held the inverted world speed record dur ing the mid 1930s. When Ike returns to the air after an 80-year hiatus, he Mike and Ike in the Ohio sunshine. Mike's restoration is further along, and the will be powered by the original six plan is for Mike (now equipped with a Czech LOM inline engine) to be completed cylinder Menasco Buccaneer that he first, followed shortly by Ike's restoration. had wh en he left Benny Howard's Kansas City shop in July of 1932. Please fo llow our progress by visiting our website at www.FlyNOMA.org...... Mike's uncovered fuselage highlights it as a racer: short, with its graceful aft neatly streamlined behind the inline six-cylinder Menasco engine. 26 OCTOBER 2007 Charles and Barbara Hagen Bradenton, FL • Charles began aviation career in the u.s. Navy in 1958 • Pilot with American Airlines from 1965 to 1996 • Purchased NC29925 Waco UPF7 in 1996 /II searched for an insurance company that had a reputation for great service at a reasonable cost. AUA fit that bill. Many insurance companies did not want to insure antique aircraft and those that did wanted a premium to do so. AUA has, is, and will be my insurance company. AUA should be considered by anyone thinking of insuring an airplane./I - Charles Hagen AUA is Vintage Aircraft Association approved. To become a member of VAA call 8oo·843·36J2. AUA's Exclusive EAA Vintage AircraftAssociation Insurance Program Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages No ports endorsements for vintage pilots Organized Weather Briefings FLY NOW! Sometimes all the web-based downloads you can find are The Smithsonian's National Air and Space Mu still not enough, and that's when Sporty's Weather Briefing seum and National Geographic present the his Cards can help pilots organize information from weather brief tory of flight in FLY NOW! The Poster Collection ings. You can fill in information in the appropriate spaces on of the Smithsonian National Air and Space Mu seum, which spans nearly two centuries of aer the kneeboard-size cards, wh ich are organized in order of in ial adventure and air travel. The images in FLY formation given. A pad of 50 (item number 1362A) sells for NOW/-some never before published-are culled $3.95. For more information call 800-776-7897 or visit www. from the National Air and Space Museum's collec Sportys.com. tion of 1,400 aeronautical posters. Each tells a story of flight, from the hot air balloon to the sleek 777 Worldliner jet. The earliest poster dates from DVD Offers Through-the-Helmet Look 1827. The book, by Joanne Gernstein London, a at TIG Welding curator at the National Air and Space Museum, is HTP America Inc. now offers the companion volume to the FLY NOW/ traveling a new DVD designed to bring novice welders up to speed on exhibition. It is also a companion to America by TIG welding. The 70-minute in Air, a new exhibit opening at the museum's flag structional video, Welcome to ship building on the National Mall in Washington the World of TIG Welding, pro in late 2007. vides explanations and exam Published by National Geographic Books, the ples of the TIG welding process. book is available for $25 at your favorite local Call 800-872-9353 or visit www. bookstore or online retailer. USAWeld.com to order. 28 OCTOBER 2007 GET THE SKILLS TO GET IT BUILT .... AT EM SPORTAIR WORKSHOPS Cessna 120/140 Fuel Valve The folks at Univair in Aurora, Colorado, never seem to stop solving vexing problems for vin tage airplane owners. This time the beneficiaries of its engineer ing and manufacturing expertise are the owners of Cessna 120 and 140 series airplanes. Ever since Imperial/Gould discontinued its series of brass fuel valves, the 120/140 owners have had to do their best to keep their valves in airworthy condition. Univair has been issued FAA-PMA approval for its new replacement fuel valve and handle for the 120/140 series. Univair has engineered the unit GET YOUR HOMEBUILDING PROJECT OFF THE GROUND to have a smooth turning action, BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS with detents in the proper loca ocr. 6-7 RIVERSIDE.. CA • Von's RV Assembly tions and no sticking or binding, Ocr. 13-14 FREDERICK, MD • Von's RV Assembly unlike the original valve. It does Ocr. 19-21 GRIFFIN, GA • TlG Welding not require periodic seal replace ment or lubrication and mounts Ocr. 20-21 CHICAGO,IL • Composite Construction • ElectricalWiring and Avionics • Introdudion to Airo·oft Building • Basi< Sheet Metal nearly identically to the original valve, using the same tank se Ocr. 27-28 LAKELAND, FL • Von's RV Assembly lector plate and mounting hard NOV. 2-4 FREDERICK, MD • Repairman USA) Inspection-Airplane ware. The new handle complies NOV. 9-11 OSHKOSH,Wl • Repairman USA) Inspedion-Airplone with airworthiness directive 47 NOV. 16-18 GRIFFIN, GA • TlG Welding 43-02, with no "pointer" on the handle. The new kit is part num NOV. 17-18 WATSONVILlE, CA • Von's RV Assembly ber U0411716-500, and it sells for VISIT WWW.SPORTAIR.COM OR CALL 1-800-967-5746 FOR DETAILS $399. For more information, call EAA EAA SportAir Sponsors: Univair at 888-433-5433 or e-mail [email protected]. You can also or .~. der online at www.Univair.com. WORKSHOPS www.alrcraftspruce..com --- ~ --- VINTAGE AIRPLANE 29 BY DOUG STEWART "• • .shall become familiar with all available infonnation... " The first day after my arrival home from EAA AirVen realized that the pilot of this PA-18 had been a for ture Oshkosh '07, with virtually no time to savor all mer client of mine. Indeed he had been one heck of a the wonderful experiences of that annual pilgrimage, I challenge for me, as an instructor. His stick and rud found myself in my office, catching up on phone mes der skills were wonderful, so that had not been the sages and mail as I awaited the arrival of two clients in challenge. What had been a Sisyphean chore for me their Cardinal, who were to begin their training for the was trying to help this pilot in overcoming his haz commercial certificate. I had my handheld transceiver ardous attitudes. At the forefront of these was his turned on to monitor the UNICOM frequency and thus anti-authority attitude. give me a heads-up on their imminent arrival. Prior to coming to me as a student pilot, he had been Prior to tuning to the UNICOM frequency I had lis flying all over the place, without any current endorse tened to the automated weather observation system ments, and furthermore, carrying passengers. It was dif (AWOS), not only to see if my weather observations ficult getting through to him that his actions would be matched those of the robot stationed at the north end frowned upon by the FAA. He feigned having difficulty of the field, but also to see if any of the pre-recorded understanding why he couldn't fly his Cub, minus a announcements had changed. Indeed, nothing had transponder, over Class C airspace. I could continue the changed there. The usual announcement of Runway list but would run out of space before I finished. 21 being the preferred calm-wind runway remained The pilot, who shall remain anonymous, climbed out the same. As well, the notice to airmen (NOTAM) re of the Cub with an excited, "Hey, Doug. Check out the garding the UNICOM frequency change that had be mods I've done to my Cub!/I He was eager to show me come effective back in the beginning of March was not only a new 200-hp Lycoming engine, but also all the still being broadcast. improvements to his panel. It was no longer a NORDO When I heard my client announce entering the 4S de Cub, what with some of the latest and greatest in small, gree for the downwind to Runway 21, I headed out to space-saving avionics now installed in his airplane. Not the ramp. Sure enough, the windsock was hanging quite only a transceiver and transponder graced the panel, but limply, so my client had made the proper choice of run a panel-mounted Garmin 496 was there, as well. way. But as I continued my survey of the field, I noticed As I walked up to get a closer look my clients were a Super Cub turning base to final for Runway 03. Most now touching down on Runway 21. The pilot of the Cub Super Cubs have radios, but I didn't hear this pilot an said to me: "Can you believe those folks in that airplane nounce any of his intentions. that just landed. They not only didn't announce a single Perhaps this was one of those tailwheel pilots who word on the UNICOM, but they landed on the wrong doesn't like to use the radio unless he has to. Or per runway as well. Someone should say something to them haps it was a NORDO (no radio) Super Cub. Whatever before they hurt somebody!/I the case, the pilot certainly seemed to know how to fly "Sam,/I (I won't use his real name here) "what fre his airplane as he executed a beautiful short-field land quency were you on?/I I asked. "122.8," he replied. "Uh ing, touching down on his large tundra tires in a perfect ... did YOll listen to the AWOS before you got here?" I three-point landing. now asked. "No, I just came overhead and looked at the As the Cub taxied up to the self-serve fuel pump I sock ... you know those AWOS things ... can't ever strolled in that direction. (By now, my inbound cli trust 'em," he responded. "And what was the sock doing ent was on a mid-field downwind for Runway 21.) As when you looked at it?" was my next question. "Hang I approached the Cub, it looked very familiar, and I ing limp," he said. 30 OCTOBER 2007 "Well, Sam, if you had listened to the AWOS, in ad ments, alternatives available .... " dition to all the pertinent weather information, like Nothing is said, specifically, in 91.103, about NOTAMs, the ceiling, winds, and altimeter setting, you would which might include frequency changes; navaid outages; have also heard that the preferred calm-wind runway airport closures, both temporary as well as permanent; is Runway Two One. And if you had listened further, fuel availability, or the lack thereof; the activity of SUA you would have heard that 'effective March I, 2007, the (special use airspace); and that old bugaboo, especially new UNICOM frequency for the airport is 123.05.' It's post September 11, TFRs. Nothing is mentioned, spe been changed for five months now, Sam." A pained look cifically, in the FAR, about having current publications, of embarrassment started to spread across Sam's face. such as a current chart and Airport/Facility Directory (A/ "And even if you hadn't listened to the AWOS, if you FD). Need I continue the list? had looked at a current sec- I know of several pilots who not tional ... Uh . .. you do have only don't have a current chart one, don't you, Sam? The new with them, but also never have an ones came out back in the be When we wake up A/FD on board, current or other ginning of May . .. you would wise. They choose to rely on their have seen the new frequency and real ize that GPS for"all their available infor published there." I hoped I was mation," but then only bother to having some impact. "But Doug, update the database on their GPS I looked up the frequency on my almost every on a once-a-year basis, if that. new GPS," he proudly said, "and They use the excuse of not calling it had 122.8 there, too." regulation is there for a briefing, because the "wait "Well, Sam, is your database times are ridiculous, now that current? Let me check," I said, to try and save us Lockheed Martin has taken over." as I climbed into his cockpit, (This is probably true, but these turned on the master switch, pilots never called for a briefing, then the avionics switch, and from our own even back in the good old days be watched as the Garmin 496 fore the FAA sold out the flight ser came to life and annunciated ignorance, then we vice stations.) And they don't own the database date as August or know how to use a computer, so 2006. "Sam, your GPS database they aren't getting their preflight is a year old. Don't you think might sta rt to pay a briefings from DUATS either. it's time to update it before it These are the same pilots that leads you into some serious little more attention. bemoan the "ever tightening re trouble? Well, these are my cli strictions" the FAA is placing on ents taxiing in here. I've got to general aviation, and gripe that go now. It looks like not too much has changed over the FAA is taking all the fun out of flying. I must admit the years, has it? Oh well ... keep your airspeed up." that there are times when I have these same thoughts, But you know, the real sad thing is that "Sam" is not but I also realize that so many of these regulations were alone! It is almost a daily occurrence that someone lands "written in blood" and only came about as a way to pre at the airport, against the flow of all other traffic but serve our lives. oblivious to it, not only because they aren't using the There is nothing in aviation that is static, save for most important piece of equipment in their cockpit, some of the displays that we might see in a museum. their eyes, but because they are on the wrong frequency. Everything else in aviation is dynamic. Things change. I hate to say it, but I sadly fear that it is only a matter of Obviously the weather probably heads the list, but fre time before there is a head-on collision between aircraft quencies, airspace, airports, navaids, technology.. .the on the runway. list could go on for quite a bit...are all susceptible to When we wake up and realize that almost every reg change. That is why it behooves each and everyone of ulation is there to try and save us from our own igno us to find out all that we possibly can about our flights, rance, then we might start to pay a little more attention. prior to every single flight that we make. Like FAR 91.103, Preflight Action, which states, in part, So please be sure, when blue skies and tail winds are "Each Pilot In Command shall become familiar with all beckoning you to be airborne, that you have obtained available information concerning that flight." (Capital all available information prior to your flight. letters are my emphasis.) The FARs mention specifically that this includes "Runway lengths at airports of in Doug Stewart is the 2004 National CFI ofthe Year, a NAFI tended use, as well as takeoff and landing distance infor Master Instructor, and a designated pilot examiner. He oper mation," and "if under IFR or a flight not in the vicinity ates DSFI Inc. (www.DSFlight.com) based at the Columbia of an airport, weather reports and forecasts, fuel require- County Airport (lBI)...... VINTAGE AIRPLANE 31 The Technical Corner Instrument Systems As originally published in Travel Air Log, the newsletter of the Travel Air Restorers Association by Robert G. Lock ur subject for this issue is a landing gear position indicator if ably installed in line with the cen instrument systems. The the aircraft is equipped with retract ter of the fuselage. Metallic objects discussion will focus on the able landing gear. The owner may that are magnetiC will affect accu Oprimary instrument panel, wish further instrumentation, but the racy of the compass. Therefore, non those instruments required by reg above gauges are required equipment. magnetiC hardware is always used ulation for flight. CFR Part 91.205 Other instruments may be added by for installation. Compass deviation states that these instruments are the necessity, such as an ammeter if an is caused by anything magnetiC lo airspeed indicator, compass, engine electrical system is installed and fuel cated nearby, such as steel hardware tachometer, oil pressure and oil tem pressure gauge if a pressure feed fuel and/or electrical wires. [Your porta perature gauges (for liquid-cooled system is installed. All instruments ble CPS can also affect the compass. engines, a coolant thermometer is should be installed using brass hard HCFJ Deviation can be corrected by required instead of the oil tempera ware. This is done to protect the com "swinging the compass" once the ture gauge), and an altimeter. Also in pass from magnetic deviation. airplane is completed. You will need the regulation is the requirement for a correction card to install directly a manifold pressure gauge for each COMPASS : below the compass. There are two "altitude engine," a fuel gauge, and The magnetic compass is prefer methods to correct a compass for de 32 OCTOBER 2007 viation: Use a "compass rose" at the There were no electric or recording the glass, provide a small white line local airport or a "master compass." tachs made in the early days. Use from the instrument case to the glass The most common method is to care when measuring the length of so glass rotation can be detected. place the airplane on a compass rose the housing cable. Don't make it too and make mechanical corrections to long, as excessive coils or changes OIL PRESS URE GAUGE: the instrument in the N-S and E-W in direction can cause friction. Note Oil pressure gauges are Bourdon headings. On the face of the com the direction of rotation of the tach tube instruments. Inside the instru pass are two screws marked N-S and cable drive at the engine. Make sure ment is a small semicircular ellipti E-W. These screws rotate tiny mag the drive cable is wound in the direc- cal-cross section tube that"springs nets, which cause the compass card out" under pressure. This tube drives to move. Always use a nonmagnetic the needle through a series of gears screwdriver when adjusting. I take and rocker arms. Aluminum tubing a small piece of brass brazing rod NEVER CUT THE is used to connect the instrument and flatten it to turn the screws. The to the pressure port on the engine. most accurate compass correction The most common tube diameter is will be with the electrical system CAPILLARY LINE OFF 3/16 inch, although 1/4 inch may li on" and the engine running. Most be used. There should be a flexible folks don't run the engine, and if A TEMPERATURE area of tubing at the engine attach there are no electrical wires near the ment point. Either use a hose or coil compass, there's no need to activate INSTRUM ENT OR the tube so it is free to flex when the the electrical system. engine moves in the mount. Initial installation of the tube to the instru SWINGING THE COMPASS: THE LIQUI D WILL ment should be done by first remov Place the aircraft on the compass ing all air from the line. Disconnect rose with the main landing gear on IMMEDI ATELY TURN the line from the instrument and the E-W line and tail wheel on the turn the engine over with the starter N-S line (longitudinal axis aligned TO A GAS AND until oil in the line is visible; recon over the N-S line) and move the N-S nect the line to the instrument. En screw until the compass reads 0 de gine operating oil pressure, both the grees (north). Move the airplane 180 TH E INSTRUMENT maximum and minimum, should be degrees, line up on N-S and E-W marked with small radial redlines. lines and note the compass read BECOM ES USELESS. ing. Example: If the compass reads OIL TEMPERATURE GAUGE: 176 degrees instead of 180 degrees, The oil temp gauge is also a Bour adjust heading until the compass don tube type instrument. Unlike reads 178 degrees (take 1/2 of the tion of the engine drive, not in op the oil pressure gauge, there is a error and adjust N-S screw). Then position to the drive direction. Also capillary line and sealed bulb per repeat the process on the east-west note that the drive cable is slightly manently connected to the back of direction. Once the cardinal head longer than the housing, so as to the instrument. The bulb and line ings are adjusted, don't make any properly engage in both the engine is filled with a liquid [most com more adjustments. Now place the drive and tachometer instrument monly it is liquid ether-HGFJ that airplane in the north heading and casing. I lubricate my drive cables expands with temperature, thus note compass reading on a piece of with graphite grease during assem causing the Bourdon tube to move. paper. Then move the airplane so bly. There is an oil seal or other type Small changes in movement cause as to change the heading by 30 de of mechanism in the engine drive to the needle to indicate a tempera grees, noting compass reading, until keep oil from entering the tach drive ture. Never cut the capillary line off you come back to the north heading. housing and eventually getting into a temperature instrument or the liq Your figures can then be transferred the instrument. If oil ever appears in uid will immediately turn to a gas to the compass correction card that the instrument, check the oil seal at and the instrument becomes useless. will be installed just below the com the engine. The tachometer should The capillary line should be desired pass. If there are heading errors of be "redlined" at maximum operat length; however, excess length can more than 10 degrees, the compass ing rpm. A simple red radial line ad be coiled and clamped behind the must be overhauled or replaced. jacent to the rpm will suffice. Have instrument panel. The oil tempera the instrument overhaul shop install ture gauge should have a red radial TACHOMETER: the redline at the time of overhaul or line indicating maximum inlet oil All old tachs were mechanically place the marking on the instrument temperature as specified by the en driven off the engine accessory case. glass. If the marking is placed on gine manufacturer. VINTAGE AIRPLANE 33 AIRSPEED INDICATOR : sitive altimeter, a placard on the rear mounted and some were not. Most Airspeed indicators are pitot/static of the case should indicate that the older airplanes did not have shock instruments. That is, they operate on instrument is a 0- to 20,000-foot al mounted panels. pitot (ram air) and static (ambient) timeter. Sensitive altimeters have two pressures. A common location for or three needles on the dial and an TROUBLESHOOTING : the pitot/static probes on a biplane adjusting knob at the 6 o'clock or 8 A common problem will be an is on the left or right interplane o'clock position. The sensitive altim obstruction in the pitot line, caus strut, at about four-fifths of the gap eter can be overhauled and certified ing erroneous readings on the air above the lower wing. Pitot (ram for accuracy. The standard altimeter speed indicator. Remove the pitot air) operates a diaphragm, which ex can be overhauled but cannot be cer line from the instrument case (it's pands under pressure and moves a tified for accuracy. the one in the middle) and reverse series of rocker arms and gears that blowout the line with compressed make the needle move. Static air sur air. Caution: Use a regulator and rounds the diaphragm inside the AIRCRAFT start at 20 pSi, then continue raising case of the instrument. There usually the pressure until the obstruction is is a tee connection that allows static INSTRUMENTS NEED removed. Don't blast away with a air to be connected to the altimeter, line pressure of 100 psi and above or and through another tee to the rate A CERTAIN AMOUNT you can do damage to the system, es of-climb instrument (if installed). pecially if rubber hose is used to join Some simple installations will have the tubing together. the static air source directed only to OF VIBRATION TO If the oil temperature gauge ac the airspeed indicator; the altimeter curacy is in question, heat water un static air will be opened directly into WORK PROPERLY. til it boils and place the instrument the cockpit of the airplane through bulb (the portion that is mounted in a lI8-inch pipe plug with a small IF THERE IS NO the engine) in the boiling water and drilled hole. The airspeed indicator check the reading. It should read 212 should have a red radial line mark VIBRATION , THE degrees Fahrenheit or 100 degrees ing the never-exceed speed (V NE) of Celsius. No adjustment can be made the aircraft. to the instrument. At overhaul each NEEDLES TEN D instrument has a calibration card ALTIMETER: furnished and you might want to re There are two types of altimeters TO BE "JUMPY", view that card. There are no adjust used in the older airplanes: standard ments to aircraft instruments that (nonsensitive) and sensitive. Both use ESPECIALLY THE can be made by an airframe and static air derived from the pitot/static powerplant mechanic other than system. The instrument case is air AIRSPEED INDICATOR "swinging the compass." If the in tight and contains one to three sealed strument indication is not accurate, diaphragms that expand as the air the gauge should be removed and craft gains altitude. This expansion AND ALTIMETER. sent to a qualified repair station for is transferred to a needle that reads maintenance. However, most simple the aircraft's altitude. Standard altim aircraft instruments will give many eters contain just one needle on the PLUMBING : years of trouble-free service. If prob dial, and the local "altimeter setting" The most common type of tubing lems do occur, check the system be in inches of mercury cannot be set. is soft aluminum alloy 3003. It is eas fore removing the instrument. These instruments have accuracy er ily hand-formed and flared, and stan rors and are best set to zero so as to dard aluminum AN fittings (blue in MAGNETO SW ITCHES : read the airplane altitude above the color) can be used. Route the tubing Magneto switches "ground" the ground (AGL). Sensitive altimeters so it does not chafe and clamp it to magnetos in the "off" position. have a window to adjust the instru structure if necessary. That is to say they short-circuit ment to local altimeter setting in the ability of the magneto to gen inches of mercury. These instruments OPERATION : erate a spark. When the switch is are more accurate than the standard Aircraft instruments need a certain on "both," the left and right mag altimeter; they are actually an aneroid amount of vibration to work prop neto circuits to ground are "open." barometer. Set the field elevation on erly. If there is no vibration, the nee When checking the magnetos for the dial and the instrument will tell dles tend to be "jumpy," especially proper operation, if the switch is on you the barometric pressure in inches the airspeed indicator and altimeter. "L" the right magneto is grounded; of mercury. When installing the sen Some instrument panels were shock if the switch is on "R" the left mag 34 OCTOBER 2007 neto is grounded. At idle speed, moving the switch to AERO CLASSIC "off" position will cause the engine to stop. If it doesn't, "COLLECTOR SERIES" one or both magnetos are not grounded. (We call this Vintage Tires "hot mags.") You can check the magneto switch cir cuits with an ohmmeter or continuity light. The wir New USA Production ing from the magnetos to the switch (P-leads) should Show off your pride and joy with a be shielded and the shielding grounded on both ends fresh set of Vintage Rubber. These of the wire. newly minted tires are FAA-TSO'd and speed rated to 120 MPH. Some things are better left the way they MARKINGS AND PLACARDS: were, and in the 40's and 50's, these tires were perfectly in Some instruments require "range" markings. [The date tune to the exciting times in aviation. of manufacture will determine the marking requirements in Not only do these tires set your vintage plane apart from place at that time; for instance, an airspeed indicator for a the rest, but also look exceptional on all General Aviation 1960s-era Cessna will have a range of markings starting at aircraft. Deep 8/32nd tread depth offers above average tread life and UV treated rubber resists aging. the indicated stalling airspeed (Vso) with both flaps deployed and retracted, as well as a normal operating range, on up to First impressions last a lifetime, so put these bring back the good times ..... the VNE. The requirements are spelled out in the airplane's New General Aviation Sizes Available: type certificate data sheet, if the aircraft has one issued in 500 x 5, 600 x 6, 700 x 8 concert with its type certificate.-HGFJ An airspeed indica tor needs a "red radial line" at the airplane's maximum Oesser has the largest stock and operational airspeed (VNE). The oil pressure gauge needs selection of Vintage and Warbird a red radial line marking the minimum and maximum tires in the world. Contact us pressure. The oil temperature gauge needs a red radial with line marking the maximum inlet oil temperature. The ta TelePhone: 800-247-8473 or chometer needs a red radial line at the maximum engine lfi 323-721-4900 FAX: 323-721-7888 rpm. Engine operating limits can be gleaned from the DESSER , 6900 Acco St., Montebello, CA 90640 manufacturer's overhaul manual. TIRE & RUBBER COMPANY 3400 Chelsea Ave, Memphis, TN 38106 Of Aviation Since 1920.... ~ www.desser.com Placards are operation limitation requirements. Exam ples are: "Solo Rear Seat Only," "Intentional Spins Pro hibited," "Avoid Continuous Operation Below 1650 rpm and Above 1800 rpm." Markings and placards should be in plain view of the pilot. FAA aircraft and engine speci fication sheets (the type certificate data sheet, TCDS) are a good source for placarding and markings. The FAA aircraft and engine listing is a poor source for this in formation. Since all older aircraft rarely had flight op erations manuals, they must be operated in accordance with markings and placards, commonly called "opera tion limitations." Some aircraft had a CAA-issued op All-Urethane Recovering Handbook erations limitations form, which listed the engine and airspeed limits. This form was to be displayed in full view of the pilot. ~~-~ CONCLUSION : Call to order your copies today! Simple markings and placards are important to proper 110.00 us operation of the aircraft and engine. I suggest you in clude a copy of the type design data for the aircraft and engine in your paperwork file and even include it in the data carried in the aircraft. [If you have access to the Inter net, you can find your aircraft's TCDS (if it has one issued) at www.FAA.gov/aircraft. Scroll to the bottom of that page and click on the "Type Certificate Data Sheet" link. Follow the prompts to find your aircraft.-HGF) There is a large difference in data contained in FAA aircraft or engine specifications versus aircraft or engine listing. Your A&P mechanic can be helpful in obtaining this information. Happy flying! ..... VINTAGE AIRPLANE 35 BY H.G. FRAUTSCHY THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EAA ARCHIVES , FROM WITHIN THE NEWLY ACQUIRED CEDRIC GALLOWAY COLLECTION. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than November 10 for inclusion in the January 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, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line. JULY'S MYSTERY AN SW ER Our July Mystery Plane was a bit of a stumper, as only two members ven tured a guess. The fllly 2007 Mystery Plane is a modified 1920 Nebraska Aircraft Cor poration Lincoln-Standard TOllrabout (it isn't a Lincoln-Standard Cruiser), that was owned by Capt. (RFC) Thomas Fos ter Hamilton (Hamilton Aero Mfg. Co.), later ofHamilton Standard fame. Another photo of this aircraft appears in Aerial Age Weekly (November 22, 1920. Vol ume 12, Number 11, The Aircraft Trade and Review, page 294). Wesley R. Smith Springfield, Illinois Thomas Lymburn of Princeton, Minnesota, was on the right track, too, as he found three references to the Lin coln-Standard Tourabout. ~ 36 OCTOBER 2007 EAA's New Reach for the Sky E-Newsletter Helping people start making their dreams of flight a reality illions of people have dreamed of learning to fly momentum would be lost if but have never taken the next step. The U.S. pilot we cannot build the pilot population has fallen by 25 percent over the past popUlation," Poberezny said. M20 years. Many VAA members are already pilots "This is an issue that every (according to our last survey, more than SO percent of you!). pilot, regardless of their expe For those who have not yet taken that first step, or for your rience, should be concerned friend or acquaintance who has expressed an interest in about. A continued net-loss of learning to fly, this e-newsletter will help people start making pilots affects today's aviators those dreams of flight a reality. in availability of services, cost, The free monthly newsletter will use the full resources of and public influence. And a EM and the National Association of Flight Instructors. NAFI's sharply lower number of pi 5,000 members are the nation's top flight instructors, includ lots in the future would have ing those who have reached the prestigious Master Instructor far-reaching consequences for level. A number of NAFI members are also vintage aircraft those who use commercial air enthusiasts who often train pilots using vintage aircraft. travel for business or pleasure. "This online newsletter focuses on the basics for those "Each pilot should make it a personal responsibility to who want to get started: What do I need to know? How encourage those with an interest in flight by simply pointing much time does it take? How much will it cost? Where do I them to this newsletter as a resource. No pilot can afford to find a good instructor?" said EM President Tom Poberezny. sit on the sidelines and say, 'It's not my problem. III "The newsletter focuses on giving those interested in learn EAA's Reach for the Sky online newsletter is available by ing to fly the confidence to take that first step ..." registering at the www.EAA.org website. Look for the "Get The Reach for the Sky newsletter evolved from EAA's Your Free Learn to Fly newsletter" link on the home page's overwhelmingly successful Learn to Fly Center at EAA Air upper left corner...... Venture Oshkosh 2007. Thousands ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ of potential pilots streamed through the center during the event, getting answers to their questions and receiv ing Reach for the Sky, a guide to flight training. The event also gave EAA and NAFI a unique understanding of the questions and doubts those people have about aviation. The newsletter also fits well into EM's mission of aviation participation on all levels. The organization already provides in-depth knowledge and in formation for those involved in specific areas of recreational flight, including aircraft building and restoration, aero batics, history, and more. In addition, EM's Young Eagles program has intro duced more than l.3 million young people to aviation since 1992 with a free demonstration flight, and the new sport pilot/light-sport aircraft commu nity-an initiative bolstered by EM for more than a decade-has cut the cost and time involved in pilot training and aircraft ownership. "There is so much momentum and excitement building toward what's ahead in recreational aviation, but that VINTAGE AIRPLANE 37 STRAIGHT & LEVEL The following list ofcoming events continued from page IFe is furnished to our readers as a mat ter of information only and does not ceive many positive comments from our constitute approval, sponsorship, in members and attendees about the good volvement, control, or direction ofany food we serve at the Tall Pines Cafe and event (fly-in, seminars, fly market, the excellent selection of merchandise in etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. the VAA Red Bam. This year, we had even more comments about the expanded de Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintageaircraft@eaa. livery of ice to our many campers in the org. Information should be received four months prior to the event date. Vintage aircraft camping area. This year, we heard more positive remarks than we OCTOBER 5-7-Camden, SC-Kershaw County Airport (KCDN). VAA Chapter 3 have in years past about our programs Fall Fly-In. All classes welcome. BBQ 2007 MAJOR and offerings in the VAA area. The re on field Fri. Evening. EAA judging all sults reflect the hard work of our quality classes Sat. Banquet Sat. Nite. Info: FLy-INS VAA volunteers. We're always open to Jim Wilson 843-753-7138 or eiwilson@ For details on EM Chapter fly·ins and other local avi· constructive comments about how we homexpressway.net ation events, visit www.eaa.orgjevents OCTOBER 5-7-St. Louis, MO-Creve Coeur can improve the AirVenture experience Airport (lHO) The Monocoupe Club Fly-In & EAA Southeast Regional Ry-In Middleton Field Airport (GZH), Evergreen, AL (the expanded ice delivery is a good ex Reunion www.monocoupe.com ample of member input resulting in ac OCTOBER 10-14-Tullahoma, TN-"Beech October 12·14, 2007 www.SERR.org tion by our volunteers). Drop us a note Birthday Party 2007" Staggerwing, Twin Beech 18, Bonanza, Baron, Beech in the mail or send us an e-mail at Vin Copperstate Regional EAA Ry-In owners& enthusiasts. Info 931-455-1974 Casa Grande (Arizona) Municipal Airport (CGZ) tageA ircra{[email protected]. OCTOBER 12-14-Princeton, NJ- Princeton October 25-28, 2007 The activity around the VAA Chapter Airport (39N) East Coast Fly-In Visit our web www.copperstate.org 37 hangar in Auburn, Indiana, has con site: http://www.bellanca-championclub.com tinued to be very productive throughout the spring and summer. The clubhouse STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by 39 U.S.C. 3685). is all but completed at this pOint, and 1. Title of Publication: Vintage Airplane 2. Publication NO.:062-750. 3. Filing Date: 9/19/07. work on the Neumann Monocoupe 4. Issue Frequency: Monthly. 5. No. of Issues Published Annually: 12. 6. Annual Subscription Price: $36.00 in U.S. 7. Known Office of Publication: EAA, P.O. Box 3086, Oshkosh, WI 54903· Lil Mulligan restoration project is now 3806. Contact Person: Kathleen Witman , Telephone: 920-426-6156. 8. Headquarters or General progressing on a regular basis. The Business Office of the Publisher: Same as above. 9. Publisher: Thomas Poberezny. EAA, P.O. clubhouse has also seen a number of Box 3086, Oshkosh, WI 54903-3806. Editor: H.G. Frautschy, EAA, P.O. Box 3086, Oshkosh, WI activities, including Young Eagles flight 54903-3806. Managing Editor: Kathleen L. Withlan, P.O. Box' 3086, Oshkosh, WI 54903-3806. 10. Owner: Experimental Aircraft Association, P.O . Box 3086, Oshkosh, WI 54903-3806. 11. Known rallies, as well as aviation-oriented enter bondholders, mortgagees, and other security holders owning or holding 1 percent or more of total tainment nights a couple of times each amounts of bonds, mortgages or other securities: None. 12. Tax Status: Has Not Changed During month. Of course, our VAA Chapter 37 Preceding 12 Months. 13. Publication Title: Vintage Airplane. 14. Issue date for circulation data below: September 2007. 15. Extent and Nature of Circulation (Average No. Copies Each Issue meetings are conducted each month. During Preceding 12 Months/ No. Copies of Single Issue Published Nearest to Filing Date): a. Total Remember, as I have stated before, if No. of Copies Printed (8,667/8,471) b. Paid Circulation (By Mail and Outside the Mail): 1. Mailed you find yourself in northeast Indiana OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal with some time on your hands, please rate , advertiser's proof copies, and exchange copies) (7,224/7 ,156). 2. Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertiser's feel free to stop by and visit with this proof copies, and exchange copies) (0/0). 3. Paid Distribution Outside the Mails Including Sales great bunch of guys and gals. Through Dealers and Carriers, Street Vendors, Counter Sales, and Other Paid Distribution Outside Hope to see you there. USPS (356/341). 4. Paid Distribution by Other Classes of Mail Through the USPS (e .g. , First-Class EAA AirVenture Oshkosh 2008, the Mail) (159/159). c. Total Paid Distribution (Sum of 15b (1), (2), (3), and (4)) (7,739/7,656). d. Free or Nominal Rate Distribution (By Mail and Outside the Mail): 1. Free or Nominal Rate Outside-County World's Greatest Aviation Celebration, Copies Included on PS Form 3541 (0/0). 2. Free or Nominal Rate In-County Copies Included on is July 28 through August 3, 2008. PS Form 3541 (0/0). 3. Free or Nominal Rate Copies Mailed at Other Classes Through the USPS VAA is about participation: Be a (e .g. First-Class Mail) (53/50). 4. Free or Nominal Rate Distribution Outside the Mail (Carriers or member! Be a volunteer! Be there! other means) (570/379). e. Total Free or Nominal Rate Distribution (Sum of 15d (1), (2), (3), and (4) (623/429). f. Total Distribution (Sum of 15c and 15e) (8,362/8,085). g. Copies not Distributed Let's all pull in the same direction (See Instructions to Publishers #4 (page #3))(306/386). h. Total (Sum of 15f and g) (8,668/8,471). for the good of aviation. i. Percent Paid (15c divided by 15f times 100) (94.69%/92.55%) . 16. Publication of Statement Remember, we are better together. Ownership: Publication required. Will be printed in the October 2007 issue of this publication. 17. I certify that all information furnished on this form is true and complete. I understand that anyone JOin",andA~ who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/ or civil sanctions (including civil penalties). Executive Director/Editor: H.G. Frautschy, 9/19/07. PS Form 3526, September 2006 38 OCTOBER 2007 Flight Control Cables Custom Manufactured! Something to buy, sell, or trade? Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date Each cable is pre-stretched, proof loaded and certified in accordance (i.e., January 10 is the closing date for the March issue). VAA reserves the right with MIL-DTL-5688. to reject any advertising in conflict with its policies. Rates cover one insertion per • Quick delivery issue. Classified ads are not accepted via phone. Payment must accompany order. • Reasonable prices Word ads may be sent via fax (920-426-4828) or e-mail ([email protected] using • Certification to MIL-DTL-6117 or to credit card payment (all cards accepted). Include name on card, complete address, your specifications type of card, card number, and expiration date. Make checks payable to EAA. • 1/16" to 114" galvanized or stainless steel cable Address advertising correspondence to EAA Publications Classified Ad Manager, • Certified bulk cable and terminals P.O. Box 3086, Oshkosh, WI 54903-3086. are available MISCELLANEOUS SERVICES """'-..McFarlane· Airplane T-Shirts Always Flying Aircraft Restoration, LLC McFarlaneAviation Products 150 Different Airplanes Available A&P I.A.: Annual, 100 hr. inspections. 888.794.5280 WE PROBABLY HAVE Wayne Forshey 740-472-1481 696 East 1700 Road, Baldwin City, KS 66006 YOUR AIRPLANE! Ohio - statewide. 785.594.2741 785.594.3922 Fax [email protected] www.airplanetshirts.com Order Online at www.mcfarlaneaviation.com 1-800-645-7739 ENGINES Flying wires available. 1994 pricing. 1916 Curtiss OX-5, 9O-hp engine complete. Visit www.f/yingwires.com or call Partially restored, extra accessories, 800-517 -9278. parts, gearbox with Scintilla Magneto, and special machine tooling for overhaul. BABBITT BEARING SERVICE - rod Best offer. FL 305-233-3769 bearings, main bearings, bushings, master rods, valves, piston rings. Call us Toll Free AIRCRAFT 1-800-233-6934, e-mail ramremfg@aol. Wag-Aero Sportsman 2+2 - 4 seat, Piper com Website www.ramengine.com STOL aircraft. Fuselage, elevator, rudder VINTAGE ENGINE MACHINE WORKS, and landing gear structurally complete. N. 604 FREYA ST., SPOKANE, WA 99202 Call 360-956-1295 for additional information. $5,000 Aircraft Construction and Restoration, Russ Lassetter, Cleveland, GA. 706 Pietenol Air Camper - Complete set of wing 348-7514 ribs. $550 + Shipping. 336-945-5137 CLASSIC AIR RACE FILMS. 1929-1949 MEDIA National Air Race films on DVD. Visit www.NationalAirRaces.net or call For Sale: Early antique aircraft magazines. 1-888-NAR-8886 Originals -1913-1916 and early 1940s, include Warbirds, materials and other Aeronca Control Wheel Badges - New flying magazines. Call Gary at 920-923 reproductions made exactly like the 4268 after 04:00 PM. $260 for all, OBO originals. $225 per pair. Orders must be placed by October 15th. Info: [email protected] or Send a SASE to VintagePilot Media, PO Box 3954, Oshkosh,WI54903-3954 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 George Daubner Web Sites: www.vintageaircra(t.org, www.airventure.org, www.eaa.org/memberbene{its 1521 E. MacGregor Dr. 2448 Lough Lane E-Ma il: New Haven, IN 46774 Hartford, WI 53027 vintageaircra([email protected] 260-493-4724 262-673-5885 EAA and Division Membership Services Flying Start Program ...... 920-426-6847 c/Zie{[email protected] [email protected] 800-843-3612 ...... FAX 920-426-6761 Library Services/Research ...... 920-426-4848 Secretary Treasurer (8:00 AM-7:00 PM Monday-Friday CST) Medical Questions...... 920-426-6112 Steve Nesse Charles W. Harris 2009 Highland Ave. 7215 East 46th Sl. -New/renew memberships: EAA, Divisions Technical Counselors ...... 920-426-6864 Albert Lea, MN 56007 Tulsa, OK 74147 507-373-1674 918-622-8400 (Vintage Aircraft Association, lAC, Warbirds), Young Eagles ...... 877-806-8902 [email protected] [email protected] National Association of Flight Instructors Benefits (NAFI) AUA Vintage Insura nce Plan .....800-727-3823 -Address changes EAA Aircraft Insurance Plan .....866-647-4322 DIRECTORS -Merchandise sales Term Life and Accidental ...... 800-241 -6103 -Gift memberships & Steve Bender Jeannie Hill Death Insurance (Harvey Watt Company) EAA Platinum VISA Card . . 800-853-5576 ext. 8884 8S Brush Hill Road P.O. Box 328 Programs and Activities Sherborn, MA 01770 Harvard, IL 60033-0328 EAA Ai rcraft Financing Plan ... . 866-808-6040 EAA AirVenture Fax-On-Demand Directory S08-653-7S57 815-943-7205 EAA Enterprise Rent-A-Car Program [email protected] [email protected] ...... 732-885-6711 ...... 877-GA1 -ERAC Auto Fuel STCs ...... 920-426-4843 David Bennett Espie "Butch" joyce Editorial...... 920-426-4825 Build/restore information...... 920-426-4821 37S Killdeer Ct 704 N. Regional Rd. VAA Office ...... FAX 920-426-6865 Lincoln, CA 95648 Greensboro, NC 27409 Chapters: locating/organizing ....920-426-4876 916-645-8370 336-668-3650 [email protected] windsock@aol.(om Education ...... 888-322-3229 - EAA Air Academy EAA Aviation Foundation john Berendt Steve Krog - EAA Scholarships Artifact Donations ...... 920-426-4877 7645 Echo Point Rd. 1002 Heather Ln. Flight Advisors infonnation ...... 920-426-6864 Cannon Falls, MN 55009 Hartford, WI 53027 Fi nancial Support ...... 800-236-1025 507-263-2414 262-966-7627 Flight Instructor information .....920-426-6801 [email protected] [email protected] Dave Clark Robert D. "Sob" Lumley MEMBERSHIP INFORMATION 635 Vestal Lane 1265 South 124th St. Plainfield, IN 46168 Brookfield, WI 53005 EAA lAC 317-839-4500 262-782-2633 Membership in the Experimental Aircraft C urrent EAA m e mbers m ay join the [email protected] [email protected] Association, Inc. is $40 fo r one year, incl ud In ternatio nal Aerobatic C lub, Inc. Divi john S. Copeland Gene Morris ing 12 issues of SPORT AVIATION. Family sio n and receive SPORT AEROBA TICS 1 A Deacon Street 5936 Steve Court membership is an additional $10 annually. magaZine for an additional $45 per year. Northborough, MA 01532 Roanoke, TX 76262 Junior Membership (under 19 years of age) EAA Membership, SPORT AEROBAT 508-393-4775 817-491-9110 [email protected] [email protected] is available at $23 an nually. All major credit ICS magazine and o ne year m embersh ip cards accepted for membership. (Add $16 for in the lAC Division is available for $55 Phil Coulson Dean Richardson Foreign Postage.) p er year (SPORT AVIATION m agazi n e 28415 Springbrook Dr. 1429 Kings Lynn Rd n o t included). (Add $18 for Foreign Lawton, M I 49065 Stoughton, WI 53589 269-624-6490 608-877-8485 EAA SPORT PILOT Postage.) rcollison5 [email protected] [email protected] Current EAA m embers m ay ad d EAA SPORT PILOT magazine for an additional WARBIRDS Dale A. Gustafson S.H. "Wes" Schmid $20 per year. Current EAA members may join the EAA 7724 Shady Hills Dr. 2359 Lefeber Avenue Indianapolis, IN 46278 Wauwatosa, WI 53213 EAA Me mbership a nd EAA SPORT Warbirds of Am erica Division and receive 317-293-4430 414-771-1545 PILOT magazin e is availab le fo r $40 per WARBIRDS m agazine fo r an additional $45 [email protected] [email protected] year (SPORT AVIATION m agazine n ot in per year. cl uded). (Add $16 for Foreign Postage.) EAA Membership, WARBIRDS maga zin e and o n e year m e mbersh ip in t he DIRECTORS VINTAGE AIRCRAFf ASSOCIATION Warbirds Division is available for $55 per Current EAA m embe rs m ay join the year (SPORT AVIATION m agazine not in EMERITUS Vintage Aircraft Association and receive cluded). (Add $7 for Foreign Postage.) Gene Chase E.E. "Buck" Hilbert VINTAGE AIRPLANE m agazine for an ad 2159 Carlton Rd. 8102 Leech Rd. Oshkosh, WI 54904 Union, IL 60180 ditional $36 per year. FOREIGN MEMBERSHIPS 920-231-5002 8 15-923-4591 EAA Membership, VINTAGE AIRPLANE Please submit your remittan ce with a [email protected] bllck7ac@dls,net magazine and one year membership in the EAA ch eck or draft drawn on a United States Ronald C. Fritz Vintage Aircraft Association is available for $46 bank payable in United States dollars. Add 15401 Sparta Ave. per year (SPORT AVIATION magazine not in required Foreign Postage am oun t for each Kent City, MI 49330 616-678-5012 cluded). (Add $7 for Foreign Postage.) membership. [email protected] Membership dues to EM and its divisions are not tax deductible as charitable contributions Copyright ©2007 by the EAA Vintage Aircraft Association, Ail rights reserved. VINTAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Avia tion Center, 3000 Poberemy Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: [email protected]. Membership to V1ntage 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 addnional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: [email protected]. FOR EIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surlace mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely wnh the conmbutor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh. WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica'" are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the pennission of the Experimental Aircraft Association. Inc. is smctly prohibited. 40 OCTOBER 2007 _11k. ~ ~art!~~ition X-PLAN VEHICLE PRICING ENJOY THE PRIVILEGE OF PARTNERSHIP OearEAA, Our buying experience really was the nicest new vehicle purchase I've made. Much of that has to be due to the great dealer we had with Wilson Motors in 2007 Ford F-150 continues to offer the industry's widest variety of body configu Corvallis, Oregon, but agood part is also rations, including three cab choices, three box lengths, two box styles and five that the Ford Partner Program is treated unique series including the powerful, but luxurious F-150 Lariat. by Ford and it's dealers as a discount from the factory and not a reduction in the commission that the dealer or sales EXCLUSIVE PRICING, EXCEPTIONALLY SIMPLE! man gets. The local dealer is not forced Ford Motor Company, in association with EAA, is proud to offer members the opportunity to save on the to pay for this benefit and therefore they purchase or lease of vehicles from Ford Motor Company's family of brands-Ford, lincoln, Mercury, Mazda, see only upside on the deal. And that Volvo, land Rover and Jaguar. means that the customer sees only up Get your personal identification number (PIN) and learn about the great value of Partner Recognition/X-Plan side too. We saved enough from the Ford pricing from the fAA website (www.eaa.org) by clicking on the EANFord Program logo. You must be an fAA Partner Program savings that even at Member for at least one year to be eligible. This offer is available to residents of the United States and Canada. today's inflated aviation fuel prices I can pay for another 140 flight hours of1DOLL Certain restrictions apply. Available at participating dealers. Please refer to for my 1946 Commonwealth Skyranger. www.eaa.org or call 800-843-3615. Best Regards, MatN. ~ Eugene, Oregon JAGUAR EAAMember LINCOLN MERCURY