OCTOBER 2012
HAPPY BIRTHDAY the Cub turns 75
Vintage Oct2012.indd 1 9/28/12 9:14 AM The New 2013 Fusion
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Vintage Oct2012.indd 2 9/28/12 9:16 AM AIRPLANE OCTOBER Vol. 40, No. 10 2012 CONTENTS 2 Straight and Level Major operational changes at VAA by Geoff Robison
4 The Vintage Instructor Flying is a family affair by Steve Krog, CFI
7 Leftovers A Cub birthday present for EAA by Marvin V. Hoppenworth
10 Fields of Gold Cubs 2 Oshkosh’s 75th birthday bash for the J-3
by Jim Busha BRADY LANE
14 Walking the Line Sparky’s AirVenture 2012 notebook by Sparky Barnes
26 2012 Vintage Aircraft Awards
30 The Vintage Mechanic Aircraft fabric covering, Part 3 by Robert G. Lock 34 Mystery Plane by H.G. Frautschy 37 Classifi eds
STAFF EAA Publisher Rod Hightower Director of EAA Publications J. Mac McClellan Editor Jim Busha VAA Executive Administrator Theresa Books
Advertising: ANY COMMENTS? Sue Anderson Send your thoughts to the Jonathan Berger Vintage Editor at: Jeff Kaufman [email protected] VAA, PO Box 3086, Oshkosh, WI 54903
For missing or replacement magazines, or any other membership-related questions, please call COVERS EAA Member Services at 800- JOIN-EAA (564-6322). FRONT COVER: Steve Krog fl ies with Luke Lachendro over the sea of Cubs parked at Hartford during the Cubs2Osh get together. Photo Jim Koepnick. BACK COVER: Hats off to the Vintage Volunteers! Without you none of this would be possible. Steve Moyer photo.
VINTAGE AIRPLANE 1
Vintage Oct2012.indd 3 9/28/12 9:41 AM STRAIGHT & LEVEL
Geoff Robison EAA #268346, VAA #12606 president, VAA Major operational changes at VAA
s many of you are acutely where Jim has developed an idea to during the awards ceremony to learn aware, H.G. Frautschy de- create some space in our magazine that Dillon’s 170 had scored so high. I parted the offices of the titled Type Club Corner. Jim’s idea had met Dillon when we featured him VAA just a few days ago. is to allow space for the type clubs to and the aircraft at the Vintage in Re- Th e resulting operational announce type club fly-ins, AD news, view Interview Circle in front of the Achallenges that we are faced with now recent restorations, developing Red Barn, and I was quite impressed virtually reside at our doorstep. Most safety issues, or anything else type by the quality of the work that was ac- employees will typically go into “kick- club related you may wish to submit. complished on this airframe. I think I back” mode in the waning days of their Jim also announced to the type club was as excited as his dad when we pre- employment within an organization membership that he will be accept- sented him with his Lindy. Congratula- such as ours. H.G. in fact created a ing full-length feature articles with tions, Dillon! We hope to see you and checklist of items to be executed in his photos on their favorite flying ma- the 170 in the Past Grand Champion absence, and then completely fi nished chines. There you go, guys and girls; row in 2013. (Look for a feature story his job before he turned in his keys. I here’s your chance to get famous! on Dillon in an upcoming issue of Vin- really appreciated his dedication and Seriously though, we all know that tage Airplane.) concern for the VAA. No one can ever there are hundreds of folks out there It’s now early September here in challenge his passion for this organi- with tons of raw talent that can be northeast Indiana, and I can still work zation. I hope to see you at Oshkosh turned into educational, interesting, in the hangar with the doors open. But 2013, my friend. and valuable content. Especially you all too soon, the chill of fall weather And now we as an organization youngsters in your 60s and 70s who will be upon us, and it will again be need to step forward and execute on know so many tricks of this trade; time to hunker down in the hangar. the many challenges I can clearly see you should consider sharing these I could sure go for another relatively on our doorstep. We are all pleased with your fellow members. mild winter as we experienced last to see Theresa Books grasp onto a For those of us who consistently en- winter, but the almanac seems to be number of these challenges. She has courage the youth of our communities completely adverse to that formula. already stepped up and has eagerly to engage and educate themselves with Let’s hope for the best! engaged herself in assisting the VAA all things aviation, we were enthralled As always, please do us all the fa- Executive Committee in redefi ning her to be witness to a very unique award vor of inviting a friend to join the new role in assisting us with keeping winner at Oshkosh this year. When was VAA, and help keep us the strong as- the organization on a clear path to the last time you heard of a 17-year-old sociation we have all enjoyed for so success. A number of directors have young man, who by the way just gradu- many years. also stepped forward to take on new ated from high school, who restored VAA is about participation: responsibilities to assist us in main- a 1954 Cessna 170 and actually won taining and improving our website, the Classic Reserve Grand Champion Be a member! Be a volunteer! maintaining a good relationship with Lindy? Now that’s impressive. That Be there! our chapters, and of course, we have a young man’s name is Dillon Barron of Let’s all pull in the same di- new magazine editor. In fact, you are Perry, Missouri, and he spent three rection for the overall good of holding in your hands the fi rst edition years completing the restoration of aviation. of Vintage Airplane magazine as pro- his C-170. Although Dad and Grandpa Remember, we are better to- duced and edited by Jim Busha, our participated in the restoration, Dillon gether. Join us and have it all. new editor. It’s great to have you on actually completed the bulk of the res- Come share the passion! board, Jim. toration and the research on his own. For those of you who are engaged Dillon actually fi nished the restoration in one the many type clubs, you may on July 23, just before the big show have recently read in your newsletter started. It was an amazing night for me 2 OCTOBER 2012
Vintage Oct2012.indd 4 9/28/12 9:17 AM CALL FOR VINTAGE AIRCRAFT ASSOCIATION
Nominate your favorite vintage aviatorNominations for the EAA Vin- in vintage aviation must have occurred between 1950 and tage Aircraft Association Hall of Fame. A great honor could the present day. His or her contribution can be in the areas be bestowed upon that man or woman working next to you of fl ying, design, mechanical or aerodynamic developments, on your airplane, sitting next to you in the chapter meeting, administration, writing, some other vital and relevant fi eld, or walking next to you at EAA AirVenture Oshkosh. Th ink or any combination of fi elds that support aviation. Th e per- about the people in your circle of aviation friends: the me- son you nominate must be or have been a member of the chanic, historian, photographer, or pilot who has shared in- Vintage Aircraft Association or the Antique/Classic Division numerable tips with you and with many others. Th ey could of EAA, and preference is given to those whose actions have be the next VAA Hall of Fame inductee—but only if they are contributed to the VAA in some way, perhaps as a volunteer, nominated. a restorer who shares his expertise with others, a writer, a Th e person you nominate can be a citizen of any coun- photographer, or a pilot sharing stories, preserving aviation try and may be living or deceased; his or her involvement history, and encouraging new pilots and enthusiasts.
To nominate someone is easy. It just takes a little time and a little reminiscing on your part. •Th ink of a person; think of his or her contributions to vintage aviation. •Write those contributions in the various categories of the nomination form. •Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. •If at all possible, have another individual (or more) complete a form or write a letter about this person, confi rming why the person is a good candidate for induction. Th is year’s induction ceremony will be held near the end of October. We’ll have follow-up information once the date has been fi nalized. We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on fi le for 3 years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp. PO Box 470350 Tulsa, OK 74147 E-mail: [email protected] Remember, your “contemporary” may be a candidate; nominate someone today! Find the nomination form at www.VintageAircraft.org, or call the VAA offi ce for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted. •Name of person nominated. •Address and phone number of nominee. •E-mail address of nominee. •Date of birth of nominee. If deceased, date of death. •Name and relationship of nominee’s closest living relative. •Address and phone of nominee’s closest living relative. •VAA and EAA number, if known. (Nominee must have been or is a VAA member.) •Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) •Area(s) of contributions to aviation. •Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. •Describe achievements the nominee has made in other related fi elds in aviation. •Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. •Any additional supporting information. •Submitter’s address and phone number, plus e-mail address. •Include any supporting material with your petition.
VINTAGE AIRPLANE 3
Vintage Oct2012.indd 5 9/28/12 9:17 AM THE Vintage Instructor
BY Steve Krog, CFI
Flying is a family affair
I recently had the distinct pleasure of fl ying with two was enjoying the challenges of flight more. The weather individuals who have truly inspired me. Th ey are a father was cooperative, and the fl ight schedule allowed them to and son who began taking fl ight lessons together about a progress at about the same rate. Each and every fl ight was month ago. sheer pleasure for me as both were eager to learn, but Ben Jordan, the 16-year-old son, approached his father, was a bit more talkative. He would frequently comment Ben, early in the summer and mentioned that he would during a lesson about the beauty and wonderment of fl y- really like to learn to fl y. No one else on either side of the ing an airplane. Ben has stated a number of times that family is a pilot nor has a career in anything aviation- he wished he had pursued his dream of learning to fl y 20 related. Th e interest in and urge to fl y is something Jordan years earlier. developed on his own. When Jordan made his father aware of his interests, his father gave it some thought before responding. It got him thinking about fl ying airplanes. Th en he realized that he, too, had a passion for learning to fly but had always put the thought out of his mind, as no one around him ex- pressed an interest in aviation. Now that he had a 16-year-old son showing interest, he let his imagination take over, allowing the desire to rise to the surface. After some thought Ben talked with Jordan, and they agreed on a plan. If Jordan was going to learn to fly, so was Dad! He feared that his son might change his mind. We all know (and most of us have experienced) that from the age of 14 to about 25, we think of our dad as “dumber than a box of rocks.” I know I went through that phase, but about the time I reached my mid-20s I real- ized my dad was a lot smarter than I had ever given him credit for. In later years before my dad passed, I used to kid him a lot about having gone to night school while I was away seeking fame and fortune, because he was so much smarter than when I had left home at age 17. Ben and Jordan’s relationship was on much better foot- ing, but still Ben didn’t want his son to either feel like he was competing with him or trying to be a good buddy rather than a father. Jordan had no problem with his father wanting to learn to fl y. In fact, it is working quite well. When Ben and Jordan came to me and expressed their interest in learning to fl y, it brought a smile to my face. Af- ter spending a little time one-on-one with each of them, it was apparent that both had a strong desire to master fl ight. Flight lessons began. Jordan would fly in the late af- ternoon, and Ben would fl y after work. I’m not sure who 4 OCTOBER 2012
Vintage Oct2012.indd 6 9/28/12 9:17 AM Progress for both continued, and soon we were work- back to the end of the runway. About halfway back I asked ing in the traffi c pattern, learning the intricacies of mak- him to stop for a moment, and at that point I told him it ing takeoff s and landings in a Piper J-3 Cub. Finally, about was time for me to get out. He fi rst looked at me in awe, one week ago the day came, but the wind was quite un- and then an ear-to-ear grin crossed his face. I told him to predictable during Jordan’s flight lesson. He learned a make three takeoffs and landings, then taxi back to the lot during that fl ight; reading the windsock after turning hangar. onto the fi nal approach, adjusting power when the wind When Ben arrived back at the hangar and killed the velocity changed, and being prepared to lower a wing and engine, he sat in the airplane for a minute with the big- add opposite rudder when a gust would want to move the plane off the centerline during level-off , fl are, and touch- down. After the lesson was over Jordan had to leave, un- fortunately. Usually he would wait and watch his dad fl y. When Ben and I got ready for our fl ight that evening, the wind fi nally settled down to a near calm condition. I smiled to myself as we taxied to the runway. I knew that if Ben could demonstrate his ability to take off and land as well today as he had done the day before, he was going to solo today. Our fi rst takeoff and landing was near perfect. Th e sec- ond time around, the traffi c pattern was even better. As we rolled to a stop, I told him I wanted to see another takeoff and landing as nice as the fi rst two. Th e third was even better. As we were rolling out, I asked Ben to taxi
Jordan and Ben.
VINTAGE AIRPLANE 5
Vintage Oct2012.indd 7 9/28/12 9:17 AM gest grin I’ve seen in a long time. All of the local air- Jordan completed his three takeoffs and landings port folks had been alerted, so as soon as he had his feet flawlessly. As he arrived back at the hangar, the whole firmly planted on the ground, the entire airport crew airport crew was once again assembled and rewarded his gave him a round of applause. All shook his hand, wel- first solo flight with applause and shouts of congratu- coming him into the exclusive club of lations. The dull scissors was again having flown solo in an airplane. brought out, and photos were taken Photos were taken as I “neatly” Th e grill was then of this once-in-a-lifetime event. removed the back of his shirt with a The grill was then lit, and we all very dull scissors followed by a sec- lit, and we all celebrated the father-son duo and ond round of applause. Refreshments their achievement of solo fl ight with were brought out, and we all toasted celebrated the brats and refreshments. Ben on his accomplishment. I’m not sure who was prouder—fa- Later I told Ben that Jordan was father-son duo ther, son, or me! I always find it per- ready to solo, so we agreed to swap sonally rewarding when I meet the new their fl ight times for the next day. Jor- and their achieve- fi rst-solo pilot at the conclusion of the dan would fl y in the evening when the flight. The first words they utter are wind was calmer. ment of solo fl ight usually, “Wow, this thing really jumps The next evening arrived, and Jor- in the air and climbs out without you dan and I taxied to the favored runway. with brats and in it. And, it fl oats forever on the land- Th e fl ight was a repeat of the previous ing.” Each will then tell you about every day. After three near-perfect takeoffs refreshments. landing, how it felt, and what they did and landings, I had Jordan taxi to the edge of the runway. wrong. It is truly fun to watch their expressions and hand After he stopped, I told him I was getting out, and his grin and body movements as they detail each landing. was even wider than his father’s. Unbeknownst to Jordan, No matter our age, nor how long we have each been fl y- his mother and sister had been alerted to the probable solo ing, there is one thing we all have in common: the memory fl ight. Th ey all remained out of Jordan’s sight, but the cam- of our individual fi rst solo fl ight! It is something that we eras with telephoto lenses were capturing every one of his will never forget. What a pleasure it is to see and help oth- takeoff s and landings. ers experience their fi rst fl ight! 6 OCTOBER 2012
Vintage Oct2012.indd 8 9/28/12 9:18 AM Leftovers A Cub birthday present for EAA by Mar vin V. Hoppenwor th EAA 2519 Life & E AA Tech Counselor 11
n July 11, 2012, I deliv- Oered the 75th anniversary Piper J-3 Cub to the EAA Mu- seum. Th is is a unique aircraft. It was built up from leftover parts. It has no pedi- gree, no title, JIM BUSHA no registration, no airworthinessrworthiness certificatecertificate, and the engine will not run.
Th is has been an ongoing project. A this as accurate a static display model friend in Ohio, Don Helmick, offered of a 1946 J-3 Cub as possible. (Th e last me one of two J-3 Cub fuselages that he year of the Piper J-3 Cub.) had hanging in the ceiling of his hangar. Keystone Instruments of Lock Ha- I chose one, and when I got home, it ven, Pennsylvania, was very helpful. was bare-bones tubing with a gas-tank With a little horse-trading, it was very mounting for a 9-gallon fuel tank. I sent kind to me and refaced my instru- the fuselage number to Clyde Smith Jr. ments and refurbished the compass. Marvin stands in front of the fi rst (Th fi e Cub Doctor), and he veri ed it was With a new instrument panel, we were Piper Cub he restored-an L-4H he indeed a 40-hp J-3 built in 1937. (The like a new 1946. Even the compass cor- converted back into a J-3. This fi rst year of the J-3 Cub.) rection card is dated 1946. photo is circa 1953 after Marvin Sometime later, I had a 1946 J-3 Cub There are parts from more than 20 returned from Korea. fuselage in my shop. I brought in the diff erent Cubs in this project. Th e cabin 1937 fuselage, repaired it, and added door came from a T-hangar in Oshkosh, all the features to make it exactly like Wisconsin, courtesy of Norm Petersen. the 1946 model, a new bird cage, cowl Years ago I had purchased several sets formers, and all. My goal was to make of damaged wings, trying to get four VINTAGE AIRPLANE 7
Vintage Oct2012.indd 9 9/28/12 9:18 AM Note the Piper “single squeeze” on the cable. Brass safety wire was common in 1946.
A fi xture that was developed to permit me to rotate the wing by myself. The wingtip is held by a fi xture that pivots and is attached at the ends of the spar. I had to have one wing in the vertical po- sition to work on the other wing in my small shop. This fi xture permitted me to rotate the tail surfaces all at one movement good spars to repair a wind-damaged to any angle for brushing or spraying and park vertically to save space. Th The rudder was sprayed in position. Cub. is left me with boxes of repair- able ribs and ailerons. The Museum Cub’s wings contain straightened spars, spliced spars, and many repaired ribs. New sheet metal and wingtip bows were added. Now the wings look like new 1946 Cub wings. The control surfaces were repaired where needed. Th e trailing edge of the rudder was reinforced to ensure that the straight part stays straight. The inboard ribs of the stabilizers were reinforced with channel so that they will not bend over time. The landing gear tops were also made much stron- ger. Th e landing gear shock struts were made solid so they would never sag due to bad shock cords. The lift struts, although they look good, are not airworthy. A second hole
JIM BUSHA was drilled in the top end so they will Fred Stadler moves the Cub’s tail end for position in front of EAA’s Pio- never fi nish up in a certifi ed aircraft. neer Airport. Marvin borrowed the ‘N’ numbers from his fi rst J-3 Cub. New control cables were fabricated. 8 OCTOBER 2012
Vintage Oct2012.indd 10 9/28/12 9:18 AM JIM BUSHA JIM BUSHA
Yes, that is Continental Gray, and the engine has Champion C-26 spark plugs. JIM BUSHA I developed a fi xture to duplicate the tal A65-8. Every time I tried to get sin. Can you imagine a Chevy pickup “single squeeze” that was popular on Continental Gray, I wound up send- with an 8-foot box hauling a pair the 1946 Piper aircraft. It takes more ing back gold-colored paint. So I took of 18-foot Cub wings? The fuselage than 8 tons to do the single squeeze the data plate off the crankcase, pol- followed a week later, to be mated on 1/8-inch Nicropress sleeves. ished that area, and took it to the again with its wings. This time a car- Ceconite fabric with the nitrate and paint store telling them, “Match that.” hauling trailer was used. butyrate dope system was chosen to fi n- Yes, the A65-8 now has Continental My fi rst airplane was a Cub. It was ish the aircraft. Clyde Smith Jr. of Lock Gray paint where it should be gray and a Piper L-4H that I purchased from Haven, Pennsylvania, has written much black where it should be black and un- the pilot, Lt. Vernon Sandrock, who about the restoration of Cubs, and his painted where that is proper. I had a was flying it at the end of WWII. He information was very helpful. I had to new-old-stock Continental data plate, brought the airplane back with him build some special fixtures so that I and when I stamped the numbers I when he returned to the United States could handle the fabric work and paint- also stamped “not airworthy” in the and had it certified as a Piper J-3-65 ing in my small shop by myself. Jim and place for the serial number. in Lock Haven, Pennsylvania. I pur- Dondi Miller of Aircraft Technical Sup- Randy Hartman of Alpha & Omega chased this aircraft from him in 1948 port Inc. from Orient, Ohio, were very Aircraft of Cedar Rapids, Iowa, was very in a damaged condition, repaired and gracious and helpful in support of the kind and let me assemble the Cub in his re-covered it, and on January 2, 1949, fabric-covering part of the project. hangar so I could rig it and fi t the fair- I was the proud owner of a near new New sheet metal and cowling was ings. All new fairings were fabricated Piper J-3 Cub. I have borrowed the ordered, from the instrument panel and fit. In the 1940s, Piper had bolts registration number, NC9245H from forward, because I wanted Univair fabricated with “Piper Cub” embossed that Cub for this Museum Cub. quality for this project. on the head. Th ere are 15 such bolts in- Th is has been a challenging and grat- The engine, as I mentioned previ- stalled and visible on the Museum Cub. ifying experience. I hope everyone who ously, does not run. My goal was to The Cub was then broken down sees this Cub will notice what the 1946 have it look just like a 1946 Continen- for delivery to Oshkosh, Wiscon- Piper J-3-65 Cubs were like. VINTAGE AIRPLANE 9
Vintage Oct2012.indd 11 9/28/12 9:19 AM Fields of Gold Cubs 2 Oshkosh’s 75th birthday bash for the J-3 by Jim Busha
It was fascinating concerns, and a Porta-Potty without Volunteer Spirit to observe him from toilet paper to name a few. Most or- “I remember relaxing with a group of a distance, roaming dinary men would have become irri- friends one evening at AirVenture 2011,” bbetween the bright tated under the warm Wisconsin sun said Steve, “and recall someone saying, yyellow fabric cov- with the endless volley of inquiries ‘The Cub turns 75 next year, we ought ered fl ightline, the and thrown up their hands in disgust. to do something.’ Suddenly there was grilled sausage Th ankfully Steve “Papa Bear” Krog is no ghostly silence, and I noticed everyone haze of the food ordinary man. He handled each ques- slowly turn their heads, smile, and look tents, and the tion with his trademark warm smile at me. I could read their minds behind buzzing activity and gentle chuckle, and left no doubt those evil grins, so I agreed to ‘add an- inside the volun- to the requester that his or hers was other stick’ to my already raging inferno Steve Krog tteer headquarters as important as all the others before. and soon enlisted the help of other Cub located at Miles Field in Hart- Mr. Piper was certainly smiling down fanatics like Rick Rademacher and Dana ford, Wisconsin. As he strolled leisurely on him and must have been tremen- Osmanski to begin planning a birthday about the airport dozens of questions dously proud of Steve, especially since party like no other for the Cub.” and requests were thrown at him, most he agreed to be one of the co-founders The Cub gang selected the city of simultaneously. There were safety is- of the Piper J-3 birthday bash simply Hartford, Wisconsin, as the gather- sues, golf cart troubles, traffic pattern known as “Cubs 2 Oshkosh.” ing site and hoped for more than 200 10 OCTOBER 2012
Vintage Oct2012.indd 12 9/28/12 9:19 AM JIM BUSHA the city of Hartford, they opened their out as if they were planning a large-scale arms and practically gave us the key to World War II mission. Flight paths, take- the city. Th ankfully the generosity didn’t off time slots, and which J-3 would fly stop there, as other Cub-related busi- in what group and in what order were nesses around the country threw their just a few of the hurdles Steve and his hats into the ring and gave us their sup- staff encountered before zero hour. It port. Some of them include Piper Air- was determined that the Cub selected craft Corporation, Univair Aircraft to lead the entire flight would be the Corporation, Avemco, Dakota Cub Air- freshly restored example owned by long- craft Inc., Freeman’s Just Plane Hard- time VAA member and 2005 EAA Hall of
BRADY LANE BRADY ware, and a host of others. I can’t thank Fame inductee Richard “Doc” Knutson all those wonderful people enough. As and his son, VAA Treasurer Dan Knut- aviators we are truly blessed to not only son, both hailing from Lodi, Wisconsin. fl y, but to be associated with some really Doc had purchased the 1940 J-3, num- awesome people!” ber NC30758, in 1971 and restored it for the fi rst time. Since owning their Cub Is Th ere a Doctor the father and son team have restored in the House? the J-3 twice more—once in the late Th e preparation to get all of the Cubs 1990s and again in 2010. safely to AirVenture Oshkosh the day “We just enjoy these old airplanes,” before the opening ceremonies was laid said Dan. “Working side by side with
Cubs to join in on the celebration before flying the 60 miles en masse into AirVenture 2012. Steve soon realized that with that many yellow airplanes on one small field he would need a lot more help. “I took off my socks and began do- ing the math,” recalled Steve. “With al- most 200 airplanes showing up I would need volunteers to flag them in, park them, register them, and feed them— and that was just the tip of the iceberg. I knew that crowds of other Cub admir- ers were also bound to show up, and that would generate other tasks that needed
to be accomplished. When I approached JIM BUSHA VINTAGE AIRPLANE 11
Vintage Oct2012.indd 13 9/28/12 9:19 AM BRADY LANE
my father for all these years on the countless airplanes we have restored together has been truly priceless, and are memories I will cherish for the rest of my life. For us the Cub represents the simple pleasures in life. Flying low and slow, waving at friends and neigh- bors a few hundred feet below, and soaking up all the sights and smells as the world slowly floats by can re- ally only be done in a Cub. Life really doesn’t get much better than that!” When the time came to select the lead pilot to escort this memorable mission it was an easy choice for Steve and his fellow volunteers; Clyde “The Cub Doctor” Smith Jr. would act as the mother hen leading the way into Air- Venture while at the controls of the Knutson J-3 with almost 75 Cubs fol- lowing behind. Clyde was also bestowed with another accolade before his arrival at AirVenture 2012—in November he will be inducted into the EAA Sport Aviation-Vintage Hall of Fame. “I am truly humbled by all of this,” said Clyde. “Although I have fielded countless technical questions from fellow Cub owners and restorers, laid my hands and assisted in repairing, rebuilding, and flying so many other Cubs for more years than I care to re- member, leading this ‘flight of gold’ into AirVenture is truthfully an honor I will never forget.” 12 OCTOBER 2012
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CHRIS HIBBEN PHOTOS Glenn Kinnegerg iswww.shopeaa.com/vaa all smiles in front ofTelephone Orders: 800-843-3612 his PA-11 that he has From US and Canada (All Others Call 920-426-5912) *Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% sales tax. owned for the last 65 years.
75th J-3 Birthday Bash 26857, shared his thoughts on fl ying the at AirVenture 2012 same blue and yellow PA-11 Cub for the As the golden rays of early morning last 65 years. sunlight crept westward over the AirVen- “Back in 1947 I had ‘an old Cub,’” said ture grounds, orange-vested VAA vol- Glenn who hails from Minnesota. “I unteers of all shapes and sizes began to wanted something newer so I traded my scurry about the grassy parking area like J-3 along with 1,500 bucks and bought a bunch of picnic ants awaiting the des- this PA-11, number N4642M. I kept it on sert that was about to arrive. Looking the family farm for the fi rst 48 years un- south down Runway 18-36, the dots in til the city I live in fi nally built an airport. the sky began to grow larger as a gaggle I’ve restored it twice since I’ve owned it, of yellow-colored J-3 Cubs along with a fi rst time with Linen. I’m 85 years old, and handful of olive drab L-4s began their fi nal I guess the biggest piece of advice I can descent into Oshkosh a day before the of- give anyone interested in flying is this— ficial opening. As they landed and taxied if you take care of yourself and your air- in, the cadre of orange-vested volunteers plane, well by golly, you’ll never be too old resembled morning rush hour traffi c cops to keep on fl ying!” and directed each J-3 safely to its parking I hope for all of us that Glenn’s words spot. By the time the last propeller ticked ring true with Steve Krog. It had been ru- over, there were more than 180 Cubs that mored that at the end of AirVenture week, formed a blanket of gold on the fi eld. Steve and his fellow Cub buddies were sit- Th roughout the week Cub owners and ting around the campsite when one of them pilots not only performed aerobatic rou- made the following comment, “Hey, in 25 tines and fly-bys for the air show mass years the Cub will be 100 years old, and we but also answered question after ques- ought to really throw a big party for it.” All tion by the inquisitive AirVenture crowds eyes turned to Steve, who this time said and shared with them why the Piper J-3 nothing and simply stood before his peers Cub and its contemporaries are so much with a beaming smile. Turning to all before darn fun to fl y. One of those owners just him he lifted his glass, smiled, and said, happened to be crowned the “Cub pilot “Long live the Piper Cub! And please, please, who has owned his aircraft the longest.” please let me be retired by then so someone Glenn Kinnegerg, EAA 415417 and VAA else can do all the planning!” VINTAGE AIRPLANE 13
Vintage Oct2012.indd 15 9/28/12 9:25 AM Walking the Line Sparky’s AirVenture 2012 notebook ar ticle and pho t os by Sparky B arnes
his year at EAA AirVenture Oshkosh, a golf were wiping morning raindrops from their airplanes and cart was made available to me so I could cover tending to their camping gear, while others were trying to the grounds with ease and relative speed. As survive the midday heat (100°F on Monday) by sheltering appreciative as I was of that generous opportu- in the shade of their airplane’s wings. Th e pilots I chatted nity, I just couldn’t resist schlepping my camera with told me that, by in large, they are here for the people bag and casually strolling betwixt and between fi rst, and then the airplanes. So perhaps it’s not surprising theT rows of flying machines on foot. It’s akin to walking that folks out in the fl ying fi elds are friendly. Walking from through a living museum where I can pause by an object row to row (starting from the Red Barn, all the way down that piques my interest—except in this case, it’s the people to the South 40) is a great way to make and renew acquain- and their airplanes that off er such an interesting and inter- tances and really see a wide variety of airplanes; I just never active opportunity to savor personalities and craftsman- know what kind of story may unfold when I ask people to ship. For me, “hoofi ng it” is the best way to meet pilots and tell me a little bit about their fl ying experiences and their see their airplanes. So I spent four days ambling along and airplanes. Here, then, are the stories and photos I collected enjoyed meeting a delightful cadre of aviators. Some folks to share with you…
Dillon Barron of Perry, Missouri, just turned 17, and among his many aviation-related accomplishments is the restoration of this 1954 Cessna 170B. His passion, skill, and attention to detail enabled N1899C to become this year’s Reserve Grand Champion – Silver Lindy winner in the Classic category. 14 OCTOBER 2012
Vintage Oct2012.indd 16 9/28/12 9:25 AM Ed Myers lives in Crystal Lake, Illinois, and keeps his 1962 Piper PA-22-108 Colt at Poplar Grove Airport. An active mem- ber of EAA Chapter 1414, Myers explains that his airplane (N5569Z) is a converted Piper Colt, saying, “According to the re- cords, it spent the beginning of its life as a fl ight trainer, and then sometime in the 1970s they converted it to a taildrag- ger. It still has its original Lycoming O-235 engine. Then two-and-a-half years ago, I was in the process of building a Pitts Model 12, and a lot of people were telling me that I’d better get a lot of tailwheel time before I fl ew it. I started looking at Barnstormers.com, and I’d never even heard of a taildragger Colt before. So I went to take a look at it and got it for a good price. I’ve put close to 200 hours on it; I’ve found out that the more I fl y it, the better the engine gets, and the better I get at fl ying it.” This was his fourth year at AirVenture, his second year fl ying in, and his fi rst year fl ying in and camping with his airplane, which is an experience he loves. “I come to AirVenture to see the vintage airplanes and war- birds,” he shares, “and yesterday afternoon, I was standing next to my plane when a man walks by and says, ‘Hey, is that airplane out of Mississippi?’ It turned out that he used to own my airplane, and we talked for quite a while. So that’s one of my special AirVenture moments.” Myers has enjoyed fl ying 36 Young Eagles so far—especially since he didn’t have an opportunity to fl y in a small plane himself until he was 17. “I’ve been into airplanes since I was 6, and I’d go to the airport but didn’t know who to talk to and felt a barrier there. So I fi gure if I can help out some kid who was like me when I was 8 years old and dying to get an airplane ride, then I’m kind of giving back a little.”
John and Marian Spenner of Fenton, Missouri, were camping with their 230- hp Continental-powered 1958 Cessna 180B this year. “This is our third trip; in 2010 we came up here and we camped in Vintage, had a great time. Last year, we drove up, and we had such a good time that this year we fl ew N508E here and are going to try to endure the whole week—even at our ‘old age,’ you know?” John laughs, adding, “We have a better handle now on what goes on up here, so we got a little bit bigger tent so we’re more comfortable. And we found some of the places to eat and have a little fun.” Marian wholeheartedly enjoys AirVenture as well, sharing that she “soloed years ago but never completed and got my license. But I get to fl y with John, so it’s not like I don’t have any hands-on.” “She soloed back in the Stone Ages, about 40 years ago,” John chuckles. “But she did take a pinch hitter’s course, so in case I go belly up, she can fl y it. We purchased the airplane from a friend of ours fi ve-and-a-half years ago, and it took a hard winter and part of a summer to get it back fl ying again. It had been sitting for 30 years. The guy had a little medical problem, but he didn’t want to let go of it; fi nally he decided to sell it. We’ve had fi ve airplanes: two Cessna 172s, a Cherokee 180, and a Cessna 150—and now the 180 is our ride.” “John spent a lot of time and eff ort and money to get them going again, which is fi ne by me—I love to fl y!” says Marian. “Besides, if he doesn’t have a project, he gets antsy. So it’s good for him.” To which her husband of 46 years rejoins with a loving smile, “And it keeps me out of her hair. If I have a project, I don’t bother her!” VINTAGE AIRPLANE 15
Vintage Oct2012.indd 17 9/28/12 9:26 AM John Pfleiderer of north central Ohio flew in with friend and aircraft owner Tom Schulze to camp this year. He was packing up their camp- ing gear while Schulze was obtaining a weather brief- ing prior to their depar- ture. According to Pfl eiderer, Schulze’s 1951 PA-22 (N919A) Tri-Pacer was converted to a Pacer, and Schulze restored it to its present condition. “I take the occasional trip with Tom,” says Pfleiderer. “We both used to be in- volved in EAA Chapter 516 in Marion. I’ve been coming up to Oshkosh for about 28 years; I like the air show, but I enjoy the forums the most. They have such a variety, and there’s a lot of knowledge out there which is informative and interesting to listen to. Plus, I like just being here!”
Art teacher Mary Jo Rado decided to fly her pretty 1948 Ercoupe Model E (N94867) to Oshkosh for the first time, all the way from her home in Costa Mesa, California. With an 85-hp Continental powering it, she enjoyed an average cruising speed of 100 mph. She took four days, enjoying leisurely legs, heading north through Cheyenne. She bought her Ercoupe in 1992, right after she earned her private. Rado says, “It was in London, Kentucky, and I had never flown one—and my husband wasn’t a pilot. We bought it sight unseen and fl ew it to Ocean City, Maryland, so I could make my fi rst cross-country fl ight as a licensed pilot.” “It was the dumbest thing—we had no idea what we were doing,” she laughs. “But we were younger, and we had a lot of adventures with it. I think AirVenture is so aptly named. Flying is always an adventure! I knew this fl y-in was going to be big, but there’s just no way to sum up this space. It’s so beautiful, and so much about aviation and its history—it’s just amazing!” For years, Rado delighted in “fl ying the heck out of it! Then I had an engine [problem] and made an off -fi eld landing outside the Grand Canyon. We took the airplane apart in the national forest and towed it out behind a minivan; it was a lot of fun.” She refl ects good-naturedly, adding, “We got it home and had the engine redone and pickled. Then we started stripping paint and making just a little bit of progress on the airframe through the years. We did a lot of the work ourselves; my husband passed away in ’04, and it was the last thing on his to-do list. Having that list kept me together, and this was the last thing on it. So I towed it out to EAA Chapter 1 at Flabob, where we were members, and they put everything back together. Jan Johnson did the fabric; the wings were fi nished in 2006, and the rest of the plane was fi nalized in 2010. I kept the panel as simple as possible, and now I fl y with an iPad and Forefl ight, which is fabulous—but I still like paper section- als. It fl ies great; it’s really sweet, and it’s like a buddy now.”
16 OCTOBER 2012
Vintage Oct2012.indd 18 9/28/12 9:26 AM Vintage member Ken Clark of Tulsa, Oklahoma, was all smiles under the wing of his 1946 Piper J-3C-65 Cub—not only because he was at AirVenture but also because he was enjoying quite the celebra- John Barron of Barron Aviation in Perry, Missouri, and his brother, tion this year. “I’m 75 years old, Steve (left), were relaxing by John’s Jacobs-powered 1952 Cessna 195 and this is the 75th anniversary of (N9854A) one morning. John is a retired TWA airline pilot, and he sums the Cub,” he smiles, “so I could up AirVenture this way: “The best thing about Oshkosh is one gets to not miss being part of the Cubs meet the fi nest people, and talk about our love of airplanes, see and to Oshkosh. I’ve been here before hear them fly, look at how they were restored or built, and compare with NC88005, back in 1999, and them to what you have.” I think Charlie Harris had some- Sharing a little about his background in aviation, he recalls, “I first thing to do with me getting an soloed a Cessna 150 in 1962 and bought a Taylorcraft shortly thereafter, outstanding Cub award.” and I’ve been around tailwheel airplanes ever since. And then I was a Clark, a Cub Club member, has parts salesman and covered a 600-mile radius of Kansas City fl ying my owned his J-3 about 15 years, and airplane—whatever it happened to be—and selling parts to FBOs. That he’s logged about 1,000 hours in it. was very educational because you saw every kind of aviation; you saw “By the time we all left to fl y here, the problems, the fi xes, and it probably taught me more about airplanes there were about 80 or 90 J-3s, than any other single job that I had. We got to see everything from train- plus another cluster of Cubs which ers to jets—I became a paid airport bum!” were painted fl ashy colors, or had Through the years, he’s also enjoyed a variety of fl ying experiences. He clipped wings, or were other ver- shares that he’s “done a little crop-dusting in PA-11 Cubs with Sorenson sions of Cub-type aircraft,” he belly packs, spraying postage stamps around this earth; did some fi re- says. “We made a mass flight, in bombing in a PBY and the Navy version of the B-24; and charter fl ights. trail, and it took 40 minutes for Including my airline time, I just topped 33,000 hours.” all of us to take off from Hartford. John attributes his involvement with Cessna 190/195s entirely to his son, They put us off in 20-second-plus- Mike, a dedicated 195 enthusiast. John recalls taking a trip one time, and or-minus intervals.” Clark elabo- when he came home, “I found out that my son and my wife had gone off rates, “It was a real misty morning, to Escanaba, Michigan, and bought a basket case 195. They hadn’t even and I lost sight of my lead who told me about it! So before I knew it, Mike was building 195 parts. Then I was only half a mile ahead of me. came into the business later, when I sold my beloved Bonanza and bought Finally I saw him, and I had a GPS a 195—I realized I was hooked! I really enjoy the 195 because it’s a good and realized we were about five airplane and modern in its performance. With some careful tweaking, miles east of course, but we faded mine can get 170 mph true airspeed—yet the 195 looks so art deco, and I back over and got on course again. love the round engine. Mike is an IA and I’m an A&P. And we started work- When we arrived at Oshkosh, we ing together, making parts and doing maintenance and repairs. [Barron made [an] alternate landing on Aviation holds several STCs for 190/195 mods.] Before long, we had a set of two runways so we’d have sepa- jigs, and now we’re rebuilding our 41st and 42nd airplane.” ration on the field. I’ve come to Steve also enjoys fl ying—in his long-cherished Ercoupe. “I’ve had it for AirVenture about 10 times, and I a long time,” smiles John’s brother, “and will probably never get rid of enjoy the people every time—the it. I don’t really do as much with airplanes as I do with houses, though. airplanes are wonderful, but that’s I buy old houses and renovate them. So John does airplanes, and I do because the people make it their houses! This is about the fi fth time I’ve been to AirVenture. It’s a great life dream to own and/or restore getaway from home, and I really enjoy it.” their airplanes.” VINTAGE AIRPLANE 17
Vintage Oct2012.indd 19 9/28/12 9:26 AM Vintage member Bob Runkle of Swanton, Ohio, was all smiles standing beside his 1953 Cessna 170B, which received the Outstanding Cessna 170/180 – Small Plaque this year. “I love being here at Oshkosh,” he says, “and really enjoy fl ying my Cessna 170; I’ve had it about fi ve years now. I started with a Cessna 140 [which he restored as an award winner] and then got the 170, which has a 145-hp Continental and will cruise at 100 knots. I bought it from a fellow in Brevard, North Carolina, who had just put it together and only had about three hours of fl ight time on it when he was diagnosed with cancer. He named it Aunt Bee (of The Andy Griffith show). I’m still refining the airplane; last year I replaced all the avionics in it and pulled the number two cylinder off for lead fouling on the exhaust valve. Just two weeks ago, I had the number three cylinder off for exactly the same reason.” Those aren’t the only challenges that Runkle has faced during the time he’s owned N3140A. Three years ago, he suff ered a heart attack and fl atlined twice. A self-confessed “gearhead,” Runkle naturally relates his body to a machine. “Looking back at my lifestyle, I was really trying to kill myself, I guess—and I almost succeeded,” says Runkle. “That changed everything in my life; as we get older we get less immortal, but that really made it apparent that my time is fi nite.” He shares, “It took me a year-and-a-half to get my medical back. Now I can go through my original AME to get my medical. It’s a lot of testing and paperwork every year, but it’s worth it to get back in the air. Plus, I’ve lost 75 pounds, my cholesterol and blood pressure are within normal range, and I have much healthier eating and exercise habits now. Every day really is a gift.”
VAA Director Emeritus Gene Morris was relaxing in the shade of his son’s 1941 Twin Beech, which is powered by two Pratt & Whitney R-985s and has a cruising speed of 185 mph. According to the display poster, “Sweet Pea was one of seven AT-7As manufac- tured, and was delivered on floats to Elmendorf AFB in Anchorage, Alaska, in April 1942…She was completely remanufactured in 1954 by Beechcraft…[and became] a C-45H.” This Beech has been an active transport for decades but was never em- ployed as a freighter. It was restored in 1997 and chris- tened Sweet Pea (of Popeye comic strip fame). N213SP also appeared in the movie The Good Shepherd. “It had been sitting out for three-and-a-half years, and my retired airline pilot son, Ken, ferried it home in March and re-covered the fabric tail feathers,” he says. “His wife, Lorraine, is still a working airline pilot, and she did the interior and upholstery.” Morris adds, “Lo and behold, after the annual was done the right engine had to be repaired, so there’s been a lot of work and money going into it. It’s been a labor of love. And now Lorraine is checked out and she also fl ies it. They’re based in Poplar Grove, Illinois, and are well-known in vintage circles—they do the hand-propping demonstration in front of the Red Barn.” Sweet Pea was awarded Transport Category Runner-Up. 18 OCTOBER 2012
Vintage Oct2012.indd 20 9/28/12 9:26 AM Dennis and Susan Lyons of San Miguel, California, are Vintage mem- bers who bought their 1942 Howard DGA-15P (N67433) in 2003. Powered by a 450-hp Pratt & Whitney R-985, this Howard is aff ectionately known as Archibald “B.” There’s a story behind that name, and the short ver- sion is this, according to Dennis: “The name comes from a little ditty that was told by Clayton Graves, who restored the airplane in 1974. When we bought the airplane, we were told that it wouldn’t be ours until I could tell the story about Archibald ‘B’ (this ditty, like poetry, is best recited verbally).” Dennis smiles broadly, adding, “Archibald introduces us to the most interesting people everywhere we go, because they want to come out and look at Archibald. I started coming to AirVenture in 1973, when I got back from Vietnam. It’s wonderful to come here and see people that you only see here; it’s really enjoyable.” Susan enjoys coming to Oshkosh to see old friends and make new ones, and she says their fl ight from California was especially nice this year. “Archibald is very comfortable for long cross-countries, and once you get up there, you really don’t want to come down to land because it’s usually rough and hot,” she says. “So if you have smooth air and the fuel, just go for it! That’s what we did on this trip; our longest leg was Roundup, Montana, to Siren, Wisconsin. It took us four-and-a-half to fi ve hours at 9,500 feet, and the air was as smooth as glass. The airplane will go almost seven hours nonstop; we cruise around 150 mph, and if we have any tail winds we’ll take them! I’ve seen it up to 180 and 190 mph.” Dennis learned to fl y in a Cessna 150 in San Luis Obispo while enrolled in college Army ROTC. Dennis says, “The day after I got my license, I grabbed my instructor and said, ‘I want to know what this spin thing is all about.’ After that, I drove up to Paso Robles and learned to fl y a tailwheel airplane, a Citabria 7ECA.” He elaborates, “Flying tailwheel airplanes is a lot of fun, but the guy who checked me out in the Howard told me, ‘From the moment you sit down until the moment the propeller stops after shutdown, it’s trying to get you—the whole time! So pay attention.’ I’ve had some interesting go-arounds and a few unpleasant landings, but I’ve never ground-looped it—yet. The one thing that comes to my mind on fi nal approach is, ‘I am not taking this airplane home on a truck!’ I’ve logged close to 435 hours in Archibald now, and another 100 in a Howard we owned during the 1980s. All told, I’ve logged about 15,000 hours—in gliders, helicopters (including 600 in Vietnam), and Boeing 777 to J-3s.”
Ross Warner flew N2988T, his 1966 Meyers 200D of Benton Harbor, Michigan, to Oshkosh this year, as he’s done most every year for the last decade or so. He’s owned the airplane since 2000, and it was awarded the Outstanding Limited Production – Outstanding in Type at AirVenture 2009. “I just redid the panel this spring,” he says, “so I have the only Meyers 200 with an updated glass panel! Technically speak- ing, it’s an Aero Commander 200, even though it says Meyers 200 on the nose,” He laughs, explaining, “Aero Commander bought the type certificate from Meyers, and it’s basically the same airplane. There were a total of 134 built, and 90 are fly- ing—or could fl y. I like the fact that it’s a relatively rare airplane and that it’s fast. It has a 285-hp Continental IO-520, and it trues out at 175 knots, or 200 mph. It holds 80 gallons, so I can fly it for about four- and-a-half hours, which is long enough. My son is a pilot, and we both fl y for the airlines [Delta]; coming to AirVenture is the highlight of my summer!” VINTAGE AIRPLANE 19
Vintage Oct2012.indd 21 9/28/12 9:26 AM Josh Brownell and his girlfriend, Kerryann DiLoreto, of Brodhead, Wisconsin, are the happy owners of NC663N, a 1930 Waco ATO Taperwing that was restored in 2004 in Creve Coeur, Missouri. It originally started life with a Hisso engine, according to Brownell, but the engine was changed later. NC663N holds two passengers in the front cockpit and is pow- ered by a 230-hp Wright 760 E-1. Brownell’s a vintage member and fi rst came to Oshkosh two decades ago. “Oshkosh is fun because you get to see people you know that you may not get to see otherwise,” he says. “I grew up next door to Ron Price in Sonoma, California, and 20 years ago his son Chris and I fl ew a Cub here from Sonoma. Ron would take us fl ying when we were so small; we both shared one seat right next to him. We couldn’t even see over the glare shield of a Cessna 152, but Ron would tell us to pull back on the yoke when the air- speed got to 60! He owned the airport, and we rode our go-carts all over the place—we’d get so dirty out at the airport he had to hose us off before we could go home!” Josh learned to fl y in 1991, and he says when he turned 19, he and Chris “fl ew Ron’s Cub coast to coast. That really kind of launched my fl ying career. I own this Waco with Kerryann, who is a student pilot, and we travel with it to give rides [through our business, Gypsy Air Tours]; I couldn’t do it without her. We’ve just been having a ball with it. I hop rides, and it gives me a chance to share the Waco with lots of people. And it gives them a chance to see what it feels like to be in an open-cockpit biplane. We fl y out of the Brodhead and Lake Geneva areas, and in the last two months, we’ve fl own 130 hours. Barnstorming is still alive! In August we’re going on the American Barnstormers Tour. It’ll be my fi rst time participating as a ride hauler, and we’re excited about that.”
NC37323 is a 1941 Interstate Cadet, owned by Alan and Glenda Reber of Indianapolis, Indiana. It was likely the only Interstate on the fl ightline this year. 20 OCTOBER 2012
Vintage Oct2012.indd 22 9/28/12 11:45 AM Terry Blaser of Menominee Falls, Wisconsin, was in the vintage fi eld with his 200-hp Ranger-powered 1946 Fairchild. He’s been fl ying since 1971 and soloed in a Stinson 108-2. He was attracted to the Fairchild because he “wanted something a little bit bigger after the Stinson—something with four seats,” he says, “and I wanted something with a radial engine, but that didn’t happen. Even though the Fairchild could go either way, the radial engine never materialized. But it’s fun to fl y.” Blaser smiles, adding, “And it’s comfortable. It holds 60 gallons of fuel and burns right around 10 to 11 gph. I only cruise at 105 mph, so it’s not a speed demon. But I don’t want to push that Ranger too hard. I re-covered the fuselage and tail with Poly-Fiber and had some engine work done, but have left the wings alone so far. I’ve been coming to AirVenture since 1972 because I enjoy looking at all the airplanes, and have been bringing this airplane for the last 10 years.”
This boldly colored 1938 Stinson SR-10J was once owned by Shell Oil and fl own by Jimmy Doolittle. NC21104 is powered by a 300-hp Lycoming and is currently owned by Tom and Jeff Ferraro of McKinney, Texas. (It was fea- tured in this magazine in March 2006.) VINTAGE AIRPLANE 21
Vintage Oct2012.indd 23 9/28/12 9:27 AM Vintage member Sam Lipscomb of Commerce City, Colorado, arrived at AirVenture in Miss Cosette, his 1991 Classic Waco YMF-5, which he named af- ter his 7-year-old daughter who accompanies him to local fl y-ins. He enjoyed a rare op- portunity while in Oshkosh— talking with a previous owner of N333GD. “I was at the EAA lifetime members dinner the other night, and this gentle- man sits down at the table. And we start talking about Wacos. It turned out that he used to own my airplane!” Previous owner Gerard Dederich refl ected that such a purely happenstance meeting was “really a remarkable coincidence, and I’m excited to see my airplane again. I bought the plane new over 20 years ago and hadn’t seen it for 15 years while it went through two other owners. My initials are in the N-number, and I fl ew rides with this Waco in Marco Island, Florida; Branson, Missouri; and Lake Geneva, Wisconsin. I gave 3,000 people a ride in that airplane. When business was slow, I pulled a banner with it that said, ‘Biplane Rides – 1-800-TRY-WACO.’” Lipscomb says the Waco’s 275-hp Jacobs turns a wood-composite MT prop, “which gets me another 5 mph. This Waco is s/n 41, which is the second Super Waco built. It has numerous internal mods and a larger rudder and roomier cockpits. I’ve had it for a couple of years now, and I’m really happy with it. It’s fast and comfort- able for cross-countries, and I’ve put 175 hours on it in two years.” Lipscomb started fl ying at 13 and soloed at 16 in a Taylorcraft F-19, a stock 1942 Stearman PT-17, and a Cessna 172. “I learned at a private strip; we had a family farm in Virginia, and I learned from a local fl ight instructor. I can still remember his booming voice on base leg, ‘You’re slow. Get the nose down!’ I didn’t realize at the time what a rare opportunity it was to learn to fl y in tailwheel airplanes; I thought that’s the way everybody learned. But now I really appreciate the opportunities I had.”
N5751P is a striking 1959 Piper PA-24 Comanche, registered to G.C. Spencer of Weatherford, Oklahoma. It’s obvi- ously retained its award-winning good looks since at least 1993 when it was Grand Champion – Contemporary. 22 OCTOBER 2012
Vintage Oct2012.indd 24 9/28/12 9:27 AM N119C is a 1949 Mooney M-18L Mite, powered by a Lycoming O-145. It spent most of its life with Garry Gramman of El Cajon, California, until 2006, when Vintage member Bruce Brown of Birmingham, Alabama, purchased it. Brown says, “I wanted to fly and do it inexpensively, so I wanted a plane that was low on main- tenance. I asked my wife if she wanted to go flying with me, and she said no. So I said okay, I just need a one-seater. I so- loed in a Cessna 152; I had 42 hours when I bought the N119C, and the airplane sat in the hangar in California until I got my license. Then I got an airline fl ight out, got in the Mite, and fl ew it home. I was so excited to fl y it, I took off , and I thought it wasn’t climbing the way I expected. But I climbed up over this 10,000-foot mountain to get into the Imperial Valley on the way home, and got ready to land and then realized I’d never brought the gear up! I assure you I didn’t forget that again!” This is Brown’s second time at AirVenture, and it was a treat to see this 6-foot 3-inch pilot easily condense himself into the Mite’s tiny cockpit. “The Mite has retractable gear, so I have to be retractable as well,” laughs Brown, adding, “I usually fl y 2-1/2-hour legs, and I’m fi ne with that. Garry never got to come to Oshkosh, so I decided it would be a tribute to Garry to fl y it here. He modernized this Mite every year of his life and also replaced a plywood bulkhead with a metal one to strengthen the tail area. The most unique thing about this airplane is the alternator system that Garry got a fi eld approval for, and now I’ve added a modern electrical system to it. After I bought the airplane, I had a hard landing, so I decided to look into the wings to be sure they were okay. I found some cracking of the wood auxiliary spar and some deterioration of the glue. So we restored the wings and re-covered them and then made a modern panel with a Garmin 430. It really surprises people when they open up a 1949 airplane and see it so up to date. After six years of owning the Mite, I can’t imagine not having it—it’s like a Hawaiian shirt, you know? You put it on and it just makes you smile!” (Watch for an upcoming feature on this airplane.)
This 1949 Douglas DC-3 (N734H) is registered to Good Aviation LLC of Oshkosh and was parked close to the South 40. VINTAGE AIRPLANE 23
Vintage Oct2012.indd 25 9/28/12 9:27 AM Vintage member Mark Hopp of Middleton, Wisconsin, has about seven hours of flight instruction in his freshly re- stored 1946 Piper J-3C-65 Cub (NC98394), and he intends to complete his training and take his checkride in NC98394. He started out flying from the front seat of the Cub with a pi- lot friend, and when he offi- cially started taking lessons, he transitioned to the rear seat. Laughing, he declares, “It’s a different world back there— the sight picture just changes so dramatically! My wife, Lisa, also plans to learn how to fly in the Cub.” Now 53, Hopp’s interest in air- planes started when he was a boy, building Guillows, Comet, and Sterling balsawood kits, which he hung from the ceiling. Then he started fl ying remote-controlled airplanes in his 20s. A few years ago, he visited Jerry Johnson, who was building a Wag-Aero CUBy in his garage . . . That’s when he got the bug for one-to-one scale aircraft. Johnson had two young sons, Cory and Ryan, who were already in the award-winning restoration business. “Then one day this J-3 came up for sale, and Cory, Ryan, and Jerry were going to give me a hand to help me restore it,” he says. “It had been fl ipped over by a storm back in 1964, and pushed into a hangar and left to sit.” Hopp explains, “They did a lot of fuselage repair, and by the time I got it in 2002 most of the hard work was done; it was just a matter of covering it with Ceconite and Randolph dope and putting it back together. Lisa was also a great help with support and her sewing skills. She did the interior seat slings and seats. We did all the work in a one-car garage and completed it in 2010.” When the Cubs to Oshkosh fl ight was announced, Hopp couldn’t resist twisting his instructor’s arm to fl y along with him during the mass arrival. “It was a once-in-a-lifetime chance!” exclaims Hopp. “We were seventh in line when we took off from Hartford, so I could see four airplanes in front of me most of the time.” Hopp says, “Since I was fl ying from the back seat, I just kind of put the Cub in front of me over the left eye- brow and followed him into Oshkosh. It was fun to see 85 J-3s show up at Hartford.”
This uniquely painted and polished 1946 Cessna 140 was simply shining in the sweltering sun, down in the South 40. Registered to Roger Simoneau of Quebec, Canada, this Cessna is powered by a 135-hp Lycoming O-290 and has a cruising speed of 110 mph. 24 OCTOBER 2012
Vintage Oct2012.indd 26 9/28/12 9:28 AM EAA lifetime member Steve Ware of Lonoke, Arkansas, had just arrived and was set- ting up camp with a friend when he took a few minutes to talk about his 1946 North American Navion (N22A, s/n 4-19). “It’s an early Navion; they’re up to the 2,634th se- rial number now. I bought it in 2006 from an 82-year-old man in Terrell, Texas. He’d owned it for 27 years, and it was his baby. But he was getting out of fl ying. I got it for a really good price, and it only had 200 hours on the engine and prop. Then on my first cross-country, the prop had a problem, and it was a forced landing. But since it was right after liftoff , I was able to land back on the runway, luckily.” Ware adds, “I was looking for a name for it, and Lucky Lady is what she became. As far as I can tell it has the original paint scheme and colors. I put about 100 hours a year on it. The Continental engine (205 hp) is original to the airframe; it’s an E185. Originally it was an E185-3, but now with upgrades, it’s a -9.” Ware is a retired Air Force C-130 pilot who fi rst soloed a Cessna 152 in a college ROTC fl ight program. Then he went on to pilot training in a T-37 and T-38. After retirement, he was fl ying a Piper Cherokee and was considering being partners with his uncle in a Cessna 182. But then he went for a fl ight in a Navion, and a month later he bought N22A. “I’m a member of the Southern Navion Air Group and American Navion Society, and this is my sixth year at AirVenture,” refl ects Ware, elaborating, “I come here not just to see other Navions but to check out everybody that’s here and to see all the neat aircraft—and then settle back and watch the air show in the afternoon. I always fi nd somebody I know here, and I enjoy hooking up with them and having dinner.” What Our Members Are Restoring Are you nearing completion of a restoration? Or is it done and you’re busy flying and showing it off? If so, we’d like to hear from you. Send us a 4-by-6-inch print from a commercial source (no home printers, please—those prints just don’t scan well) or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is fi ne. You can burn photos to a CD, or if you’re on a high-speed Internet connection, you can e-mail them along with a text-only or Word document describing your airplane. (If your e-mail program asks if you’d like to A High-gloss Wet-look Covering System make the photos smaller, say no.) For more tips on creating photos we can publish, visit ★I t ’s B RA ND NEW! ★I t ’s G L O S SY ! Give us a jingle and VAA’s website at www.VintageAircraft.org. ★I t ’s FAST & EA SY! ★It WO R K S ! get the full story on Check the News page for a hyperlink to Want STAR GLOSS. To Send Us A Photograph? For more information, you can also 8 0 0 - 3 6 2 - 3 4 9 0 e-mail us at [email protected] or www.conaircraft.com call us at 920-426-4825. Consolidated Airc raft Coatings
VINTAGE AIRPLANE 25
Vintage Oct2012.indd 27 9/28/12 9:28 AM 2012 Vintage Aircraft Association Awards
Antique (through August 1945) Silver Age (1928-1936) Champion - Bronze Lindy Stanley Sweikar, Dameron, Maryland Transport Category Runner-Up 1929 Fleet 2, NC431K Kenneth Morris, Poplar Grove, Illinois Antique Reserve Grand Champion - Silver Lindy 1941 Beech C45H, N213SP Walter Bowe, Livermore, California 1929 Laird LC-RW300, N4442 Customized Aircraft Runner-Up Jerrel Barto, Riverside, California Antique Grand Champion - Gold Lindy 1937 Waco YKS-7, NC17472 Peter Ramm, St. Catharines, Ontario, Canada 1937 Lockheed 12A, CFLKD World War II Era (1942-1945) Runner-Up Jeff rey Wheeler, Pataskala, Ohio Classic (September 1945-1955) 1941 Meyers OTW 160, NC26476 Outstanding Beech - Small Plaque Bronze Age (1937-1941) Outstanding Closed- Virgil Johnson, Wellington, Ohio Cockpit Monoplane 1947 Beech 35, N2786V Kenneth Eckel, Hernando, Mississippi Outstanding Cessna 170/180 - Small Plaque 1940 Piper J-3C-65, N35054 Robert Runkle, Swanton, Ohio 1953 Cessna 170B, N3140A Bronze Age (1937-1941) Runner-Up Guy Bourke, Little River, Victoria, Australia Outstanding Cessna 190/195 - Small Plaque 1939 Waco AGC-8, NC66206 Dave Fisher, Edina, Minnesota 1948 Cessna 195, N195PL Silver Age (1928-1936) Outstanding Open-Cockpit Biplane David Allen, Elbert, Colorado Outstanding Ercoupe - Small Plaque 1930 Waco Biplane, NC662Y Patrician Horn, Waterford, Wisconsin 1947 Engineering & Research 415-D, N2231H Silver Age (1928-1936) Runner-Up Outstanding Luscombe - Small Plaque Lawrence D. Buhl Jr., Harbor Springs, Michigan Joe Champagne, Fairland, Oklahoma 1928 Buhl Airsedan, N5680 1949 Silvaire Luscombe 8F, N2113B
Replica Aircraft Champion - Bronze Lindy Outstanding Piper J-3 - Small Plaque Ingrid Zimmer, Jeff erson, Maryland Robert Epting, Chapel Hill, North Carolina 1939 Piper J-3P, N20280 1946 Piper J-3C-65, NC92455 Outstanding Piper Other - Small Plaque World War II Military Trainer/Liaison Aircraft Champion - Craig Kehrer, Morris, Pennsylvania Bronze Lindy 1947 Piper J-3C-65, NC3617N Dean Maupin, Davenport, Iowa 1942 Waco UPF-7, NC39743 Outstanding Stinson - Small Plaque Gregory Farish, North Gower, Ontario, Canada Transport Category Champion - Bronze Lindy 1947 Stinson 108, CFMVK Michael Boren, Boise, Idaho standing Swift - Small Plaque 1943 Stinson V77, N743PM James & Carolyn Roberts, Knoxville, Tennessee 1956 Globe GC-1B, N78012 Customized Aircraft Champion - Bronze Lindy Paul Carmichael, Ellicottville, New York Preservation - Small Plaque 1940 Waco UPF-7, N20979 George Greiman, Garner, Iowa 1950 Beech B35, N5186C World War II Era (1942-1945) Champion - Bronze Lindy Eric Hertz, Auckland, New Zealand Custom Class A (0-80 hp) - Small Plaque 1947 Beech 17, N80316 Rodney Graham, Fyff e, Alabama 1946 Piper J-3C-65, NC6243H
Bronze Age (1937-1941) Champion - Bronze Lindy Custom Class B (81-150 hp) - Small Plaque Sean Soare, Loves Park, Illinois Ron Jewell, Edmond, Oklahoma 1937 Waco YKS-7, NC17716 1946 Piper J-3C-65, N98829
26 OCTOBER 2012
Vintage Oct2012.indd 28 9/28/12 9:28 AM Custom Class C (151-235 hp) - Small Plaque Outstanding Piper PA-22 Tri-Pacer - Outstanding in Type Barbara and Stephen Wilson, Granbury, Texas David Sterling, Trempealeau, Wisconsin 1948 Temco GC-1B, N3876K 1957 Piper PA-22-150, N6929D
Custom Class D (236-plus hp) - Small Plaque Outstanding Piper PA-28 Cherokee - Outstanding in Type Vernon Waltman, Austin, Texas Dale Phillips, Westfi eld, North Carolina 1953 Cessna 195, N4495C 1969 Piper PA-28-180, N6428J Preservation Award - Outstanding in Type Best Custom Runner-Up - Large Plaque Stephanie Allen, Mukilteo, Washington Frank Sublett, Winchester, Virginia 1969 Cessna 172K, N78797 1948 Temco GC-1B, N2380B Class I Single Engine (0-160 hp) - Bronze Lindy Class I (0-80 hp) - Bronze Lindy Royce Johnson, Clinton, Arkansas Charles Webb, Fort Worth, Texas 1964 Piper PA-18-150, N4106Z 1946 Piper J-3C-65, NC70919 Class III Single Engine (231-plus hp) - Bronze Lindy Jim Gerblick, McCall, Idaho Class II (81-150 hp) - Bronze Lindy 1959 de Havilland DH2, N1959B Richard Harris, West Nyack, New York 1947 Cessna 140, NC2350N Custom Multiengine - Bronze Lindy Jake Minesinger, Troy, Ohio Class III (151-235 hp) - Bronze Lindy 1964 Piper PA-23-250, N5622Y Larry Woodfi n, Lake City, Florida 1948 Navion A, N888LW Outstanding Customized - Bronze Lindy Benjamin Van Kampen, Wichita, Kansas Class IV (236-plus hp) - Bronze Lindy 1957 Piper PA-22-160, N1238V William Saloga, Batavia, Illinois Reserve Grand Champion - Silver Lindy 1952 Cessna 195, N1LA George Campbell, Aubrey, Texas 1964 Cessna 310, N8013M Best Custom - Bronze Lindy Andrew George, Groveport, Ohio Grand Champion - Gold Lindy 1948 Cessna 170, N4085V Douglas Nealey, South Barrington, Illinois 1966 de Havilland DHC-2 MK III, N94DN Reserve Grand Champion - Silver Lindy Dillon Barron, Perry, Missouri 1954 Cessna 170B, N1899C $LUFUDIW)LQLVKLQJ3URGXFWV Grand Champion - Gold Lindy 67&·GIRU&HUWLILHG$LUFUDIW Roger Meggers and Darin Meggers, Baker, Montana 1950 Piper PA-18, N5410H 6DIHIRU Outstanding Beech Single Engine - Outstanding in Type John Nazarenko, Leduc, Alberta, Canada 1957 Beech Bonanza H35, CFTAA Outstanding Cessna 170/172/175 - Outstanding in Type Chris Demopoulos, Dyer, Indiana 1966 Cessna 172H, N3832R Outstanding Cessna 180/182/210 - Outstanding in Type Robert Johnson, Rochester Hills, Michigan 1966 Cessna 182J, N498EK )RU&HUWL¿HG$LUFUDIW6WHZDUW6\VWHPVLV)$$ Outstanding Cessna 310 - Outstanding in Type DSSURYHGIRUXVHZLWKDQ\FHUWL¿HGIDEULF Edward Ferguson, Billings, Montana 6XSHUÀLWH&HFRQLWHRU3RO\¿EHU 1967 Cessna 310L, N3321X 1RQ)ODPPDEOH Outstanding Mooney - Outstanding in Type 1RQ+D]DUGRXV Ross Ernest, Cincinnati, Ohio (3$&RPSOLDQW 1969 Mooney M10, N9508V 6WHZDUW$LUFUDIW)LQLVKLQJ6\VWHPV Outstanding Piper PA-18 Super Cub - Outstanding in Type 6XOOLYDQ6W&DVKPHUH:$ Joseph Norris, Oshkosh, Wisconsin (.232/< 1960 Piper PA-18, N3678Z ZZZVWHZDUWV\VWHPVDHUR VINTAGE AIRPLANE 27 Vintage Oct2012.indd 29 9/28/12 9:28 AM Cub Anniversary Merchandise These Cub anniversary items were a huge hit at AirVenture 2012. For a short time we have a limited number of 75th Anniversary caps and duffl es available. This duffl e won’t get lost in your airplane, it’s beautiful color stands out. Embroidered logos on both sides of bag. Cap has three beautifully embroidered logos. Cap 5266 8285 00000 $15.99* Duff el 5266 8286 00000 $19.99* Aeronautical Jacket Perfect for men and women to wear depicting a sectional chart. Simply tuck this light weight jacket in the airplane and you are ready for any weather. 5266341503000 MD $44.99* 5266341504000 LG SALE 5266341505000 XL $26.99* 5266341506000 2X Travel Mugs Vacation, here we come! These mugs have a wonderful soft texture, smooth, but not slippery. Curved in at the middle for a good grip. 5266139000061 Blue 5266139000051 Green 5266139000031 Orange 5266139000020 Red $13.99* 5266139000011 Pink www.shopeaa.com/vaa Telephone Orders: 800-843-3612 From US and Canada (All Others Call 920-426-5912) *Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% sales tax. 28 OCTOBER 2012 Vintage Oct2012.indd 30 9/28/12 9:29 AM Crystal Studded Caps The classic Cub is placed on the front in crystals. $15.99 Yellow Cap 5266713600000 * Gold Cap 5266713700000 Shaped Puzzle For a great challenge this 750 piece puzzle is not $15.99* rectangular, it is shaped like an airplane! 5266770300000 Men’s Jacket Lightweight cotton M-65 Jacket in www.shopeaa.com/vaa Khaki. Hood zips into collar. Pockets are plentiful! Telephone Orders: 800-843-3612 5266177702082 SM From US and Canada (All Others Call 920-426-5912) 5266177703082 MD $59.99* *Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% sales tax. 5266177704082 LG 5266177706082 2X SALE $35.99* Socks for Adults Grey-Adult size 9-11 5266140703091 Comfortable socks depicting Grey -Adult size 10-13 5266140704091 aviation will keep your feet warm and aviation dressed Black-Adult size 10-13 5266140704093 right down to your feet. Blue-Adult size 9-11 5266140703061 $10.99* Blue-Adult size 10-13 5266140704061 Lavender-Adult size 9-11 5266140703070 Lavender -Adult size 10-13 5266140704070 Vintage Oct2012.indd 31 9/28/12 9:29 AM THE Vintage Mechanic BY ROBERT G. LOCK Aircraft fabric covering, Part 3 We have explored aircraft fabric covering from the begin- It is not my intent here to detail how to use each of the ning and have traced the coatings used to shrink and seal the current synthetic fabric processes but rather to expose cloth. We have moved forward to a time when new synthetic common threads that can be applied to all methods. Let processes began to replace the old Grade A and Irish linen us begin this discussion with the fabric, which is common covering methods. Requirements for fabric covering moved to all processes, which is unshrunk Dacron woven cloth. In through the government bureaucracy starting with the Aero- previous columns we have discussed the eff ects of ultravio- nautics Branch of the Department of Commerce, into the let (UV) radiation damage to Grade A cotton fabric and de- Bureau of Aeronautics, the CAA, and fi nally the FAA. By the tailed a test by Ray Stits that is contained in the Poly-Fiber time new synthetic processes appeared, developers had to Procedure Manual. Illustration 2 shows the complete test deal with the FAA and its bureaucratic nightmare. results as taken from the manual. Note that heavy- and But fi rst one last look at the fi nishing process for Grade A medium-weight Dacron was reduced to just 15 percent of cotton fabric in WWII. Illustration 1 is Stearman Aircraft Di- original strength with exposure of 13 months to the UV ra- vision of the Boeing Airplane Company Report No. A75N1- diation from our sun. 9000, dated January 6, 1941, on the model N2S-1, N2S-2, From these tests one can conclude: and N2S-3 airplanes manufactured for the U.S. Navy Depart- • If there is not enough UV blocking material applied to ment, Bureau of Aeronautics Contract No. 74807. Grade A and Dacron cloth, degradation of strength will oc- cur, probably at a slow rate depending on how light the coatings were applied. • If there are significant cracks in the coatings that expose fi laments di- rectly to the sun and UV radiation. • If there are large areas where coat- ings have peeled from Dacron material thus exposing area(s) to UV radiation. Th erefore, one can conclude that the application of UV blocking material is of the utmost importance. A method to check for integrity of coatings that block UV radiation is to shine a bright light inside the fabric covering and see if any light is transferred to the out- side. A strong fl ashlight will generally work to conduct this check. So when conducting an annual inspection on a fabric-covered ship, I check the log- book to see when it was covered, what weight Dacron was used, and who did the job. Th en I inspect the coatings for integrity, looking closely for any cracks or peeling that would expose the weave ILLUSTRATION 1 to UV radiation. If coatings are in- tact, I remove inspection covers and 30 OCTOBER 2012 Vintage Oct2012.indd 32 9/28/12 9:29 AM ing material. Here I am using an HVLP spray gun attached to a 2-gallon pressure pot. ILLUSTRATION 3 Th ere were two “fi eld” testers that measured the strength of fabric; however, the most reliable is a laboratory pull test. Th e oldest fabric tester was the Seyboth that punched a hole in the fabric surface. It read in color bands of red, orange, yellow, and three bands of green. Red band = 56 pounds or less, orange band = 56+ pounds, yellow band = 60 pounds, fi rst green band = 68 pounds, second green band = 72 pounds, third green band = 80+ pounds. Th e Seyboth ILLUSTRATION 2 shine a bright fl ashlight against the top surfaces checking for light transmitting through the UV blocking material. I look closely at fabric attachment to structure, particularly if there is a fairing strip installed, such as the top fuselage and windshield junction. Based on the Stits fi ndings regarding Dacron deterioration, there would be no reason to pull test the fabric if the coatings were good. If the conclusion that UV blocking material sprayed on a fabric surface aff ects the overall life of the covering, then one can conclude proper application of silver to the surface CONTACT US TODAY! the fi TOLL FREE: TEL: FAX: is critical. Illustration 3 shows spraying rst of four wet SALES: VDOHV#VXSHUIOLWHFRPWEB: ZZZVXSHUIOLWHFRP cross coats of Poly-Spray to block UV radiation of the sun. Scan this QR code with your smartphone or tablet device to view our complete line A most important step in aircraft fabric covering no matter RIIDEULFVWDSHVDQG¿QLVKHV what type of process is the correct application of UV block- VINTAGE AIRPLANE 31 Vintage Oct2012.indd 33 9/28/12 9:30 AM by the Twining Lab in Fresno, Califor- nia. Note how accurate the readings are. Th e minimum deteriorated fabric strength for a 7AC is 46 pounds per inch warp and fi ll. When testing fabric always test on the top surface in the darkest color because that is where deterioration will be the greatest. Re- call Ray Stits raw fabric test; deteri- oration was the greatest on the top surface and less on the bottom sur- face. Th ese three samples indicate the fabric is still airworthy. I recall sending Twining three samples of new raw Dacron cloth for tensile testing. The first sample was Ceconite 101 (3.6 ounce per square yard), and it pull tested more than 150 pounds per inch and a notation was made that the fabric tester read 150 pounds maximum and it failed above that amount. Th e second sample was Ceconite 103 (2.6 ounces per square yard and a suitable replacement for the old intermediate Grade A cotton fabric), and it pull tested 97 pounds per inch. Th e third sample was adver- tised as Dacron cloth for experimental aircraft only, and it pull tested around 75 pounds per inch as I recall. How- ever, Twining noted that the fibers pulled apart rather than breaking. I just removed Ceconite 101 fabric cov- ering from my Aeronca 7AC that had ILLUSTRATION 4 been in place since 1971. I intend to have a couple samples pull tested just fabric tester was made by the Langley Corporation, San Di- to see what the value is after more than 38 years of service. ego, California. It was calibrated for Grade A cotton fabric I expect to fi nd it still good because it had eight cross coats only and was not intended to be used as a universal mea- of silver dope applied over six coats of clear nitrate dope suring device for other fabrics or fi nishes. It probably would when I covered it back in 1971. Illustration 5 details the re- not be used as a fi eld-test instrument for determining fab- sults of a fabric pull test under laboratory conditions on my ric strength because it was replaced by the Maule tester. Aeronca Champ when it was fi rst done in 1964. Th e Maule fabric tester shown in illustration 4 was de- When aircraft woven fabric cloth is pull tested the sam- signed to test in-service fabric on structures causing as little ple must measure 1 inch wide and 6 inches long, and the damage to the surface as possible. When testing fabric the pull must be directly along the fi bers, not across them. Th is tester was placed on the fabric surface and pressure slowly test necessitated cutting substantial openings in the fabric’s applied to the tester while reading the numbers on the upper surfaces in the darkest colors. Th ese openings would scale. I used to push until I read above 46 pounds for inter- generally measure 1-1/2 inches by 6-1/2 inches, giving the mediate fabric and above 56 pounds for heavier weight fab- laboratory some excess for trimming. The samples were ric. It would work on both Grade A and synthetic fabric, and sent in with coatings intact. Repairing those holes took a unless the fabric was below minimum requirement, would fair amount of labor; a pigmented doped surface was the not punch a hole in the surface. Unlike the Seyboth tester, easiest, and an enamel or polyurethane surface much more the Maule unit reads in pounds per inch along the shaft, be- diffi cult depending on the synthetic fabric process. ginning with 5 pounds and ending with 80 pounds per inch. Inspection of fabric surfaces consists of an examination The most accurate method to determine aircraft fabric of coatings to make sure there are no cracks that expose strength is by a pull test under controlled laboratory condi- woven cloth fibers. Look for wrinkles, particularly at the tions. Left is a very old pull test on my Aeronca 7AC done trailing edge of wood wings that would indicate rib dam- 32 OCTOBER 2012 Vintage Oct2012.indd 34 9/28/12 9:30 AM and the NITE came from copying Bill Lott’s Eonite process name. Anyway, the Ceconite process using nitrate and bu- tyrate dope is still around. Synthetic fabric should always be repaired by following the instructions included in the procedure manual that, in some cases, refers back to AC43.13-1B. Of course, the me- chanic making the repair will have to determine whether the size of the damaged area is a minor or a major repair. Th erefore the repair could be a logbook entry or would re- quire an FAA Form 337. This will end our discussion of aircraft fabric covering. We have traced aircraft fabric covering from the early days of WWI to the present and in doing so have uncovered some very interesting tidbits of forgotten data and techniques. Hopefully there are some points made that will make life around fabric aircraft a little easier, particularly the inspec- tion of fabric surfaces. May 2009 RGL REFERENCES: Poly-Fiber Procedure Manual dated April 1998 by Jon Goldenbaum Stearman Aircraft Division, Report No. A75N1-9000 dated June 6, 1941 ILLUSTRATION 5 AC43.13-1B, Change 1 age. If the fabric must be tested, start by using a Maule tes- ter, keeping the pull test as a last resort because of repairs needed to patch holes. All synthetic fabric processes carry an FAA issued supple- mental type certificate (STC). However if a newly manu- AERO CLASSIC factured aircraft is covered with a synthetic fabric, the STC “COLLECTOR SERIES” issue does not apply because the fabric type is part of its type certificate. If an aircraft was originally covered with Vintage Tires Grade A cotton fabric and is re-covered with a synthetic, it New USA Production is a major alteration to its original TC. Th at is where the STC Show off your pride and joy with a fi ts into the picture as the STC allows the owner/mechanic fresh set of Vintage Rubber. These to alter the original TC without gaining FAA fi eld approval. newly minted tires are FAA-TSO’d Some of the early processes have been withdrawn: Eo- and speed rated to 120 MPH. Some things are better left the way they nex, Eonite, and Razorback come to mind. I once covered were, and in the 40’s and 50’s, these tires were perfectly in a Beech D-17S with Eonex and covered my Fairchild PT-19 tune to the exciting times in aviation. fuselage with Razorback, but have done the most work with Not only do these tires set your vintage plane apart from Ceconite and Poly-Fiber. Razorback used a treated light- the rest, but also look exceptional on all General Aviation weight fi berglass cloth fi lled by spraying butyrate dope until aircraft. Deep 8/32nd tread depth offers above average the fabric tautened and was fi lled. It was prone to pinholes, tread life and UV treated rubber resists aging. and in cold wet weather would loosen and wrinkle, but First impressions last a lifetime, so put these jewels on and bring back the good times..… tauten when the temperature warmed up. New General Aviation Sizes Available: Th e early Ceconite process using Dacron fabric and coat- ing with nitrate and butyrate dope most closely resembled 500 x 5, 600 x 6, 700 x 8 the Grade A cotton process. I recall back in 1959 (give or Desser has the largest stock and take a couple years—it’s hard to remember exactly when selection of Vintage and Warbird this happened!), Slim Kidwell, a Bellanca dealer at the Tor- tires in the world. Contact us rance airport, experimented with Dacron cloth and butyr- with your requirements. ate dope on a fl ap assembly. After a few fl ights the butyrate Telephone: 800-247-8473 or dope peeled off the cloth, so that wasn’t the answer. I don’t 323-721-4900 FAX: 323-721-7888 know exactly, but he may have been working with Col. Dan- 6900 Acco St., Montebello, CA 90640 iel Cooper to perfect the Ceconite process. Allegedly Ce- 3400 Chelsea Ave, Memphis, TN 38106 In Support Of Aviation Since 1920…. www.desser.com conite stood for Cooper Engineering Company (CECO), VINTAGE AIRPLANE 33 Vintage Oct2012.indd 35 9/28/12 9:30 AM by H.G. FRAUTSCHY MYSTERY PLANE JULY’S MYSTERY ANSWER The specifi c aircraft pictured as the July Mystery Plane was NC463M, serial No. 7, and it was oper- ated by Gorst Air Transport between Seattle and Bremerton, Washington. irst, an announcement. it seemed the number of Mystery among Vintage Airplane’s most ardent As VAA moves forward Planes available that were not weird contributors. My thanks to each and ev- with plans to revise the one-off airplanes from the 1920s and ery one of you. I’m glad I was able to put Fcontent and appear- ’30s was quickly dwindling. a little more fun in each of your months. ance of Vintage Airplane But about the time I would hear the So without further ado, here’s part magazine, the Mystery Plane column stone hit bottom when I tossed it in the of the first answer for the July Mystery will come to an end with the publica- “Mystery Plane well,” a few more would Plane, sent to us by one of our earliest tion of the answer to September’s Mys- trickle in, so I kept it going, mostly be- members (he’s VAA 97), Mr. Lynn Towns tery Plane in the December issue. Th at’s cause there was a pretty large following of Holt, Michigan: why you don’t see a Mystery Plane at for the column back in the 1990s, and “Th e July Mystery Plane is the East- the head of this month’s column. occasionally a few photos would come man E-2 Sea Rover. This plane was Th is column has been a part of the to us from members or be donated to built by the Eastman Aircraft Corpora- magazine since the 1970s and was the EAA library. tion in Detroit, Michigan, on approved overseen for many years by the late The reality is that few photos that type certificate No. 288. The plane was George Hardie, one of EAA’s earliest would qualify now come to the library in a three-place open-cockpit seaplane. editorial contributors. Back in 1995, the numbers we used to see, and sadly, There were two cockpits, each with when George could no longer write the very few people still respond to the col- a set of controls. The pilot would usu- column, I took over, thinking it would umn. Those dedicated few who do so ally fly from the single-place rear cock- end shortly thereafter, simply because regularly have been unfailingly loyal and pit, and the passengers would sit in the 34 OCTOBER 2012 Vintage Oct2012.indd 36 9/28/12 9:30 AM 1930, they carried 60,000 passengers. The crossing took six minutes, with a two-minute turnaround. Later, Wal- ter Varney became the company direc- tor. When the San Francisco-Oakland Bay Bridge opened in 1936, the ser- vice ended. After several unsuccessful tries at establishing new airlines, Gorst eventually returned to Oregon where he passed away in 1953. “The original Eastman E-2, known as the Beasley-Eastman, was designed by James H. Eastman and Tom Towle. P.R. Beasley, a Detroit businessman, served as fi nancier. Th e prototype had an empennage supported by outrigger struts and was powered by an Anzani engine, which was later changed to a 110-hp Warner Scarab. Production air- craft had full-length hulls and Curtiss R-600 six-cylinder Challenger radial engines of 170-185 hp. “The strut arrangement of the bi- plane wings was somewhat unique in that a large vee strut ran from the up- per wing to the hull. N-struts served as the outer interplane struts, while the central engine and nacelle were supported by several inclined struts attached to the upper hull. The hori- zontal stabilizer was supported with N-struts, and the vertical rudder had an aerodynamic balance. The lower wing was much smaller than the upper and almost qualifi ed as a sesquiplane. Sea Rover NC463M being pulled from the water by a fi re boat after the “Th e hull was a mix of ash and spruce pilot named “Sparky” dug a wing into the water and fl ipped the air- construction covered by Alclad alumi- plane over. num sheeting screwed to the hull. The two-place front cockpit. Th e production Pacific Air Transport (PAT), which he wing spars were spruce and plywood box planes were powered by a 185-hp six- operated from 1926-28, until he sold beams with plywood truss ribs. Th e lead- cylinder Curtiss R-600 Challenger en- the company to William Boeing. Previ- ing edges were covered with Dural sheet, gine, which was a two-row radial engine ously, he had been a bus operator from and the entire structure covered with with three cylinders per row. Th e vibra- Oregon. After selling PAT, Gorst estab- fabric. Ailerons were fitted to the up- tions from the Challenger engine report- lished a short-lived airline to carry air- per wings only, and small wingtip fl oats edly plagued the Sea Rover with failures mail from Seattle to Alaska. On June were fi tted to the lower wings. of engine mounts.” 15, 1929, Gorst founded Gorst Air “Th e engine nacelle was made of chro- Since a few members did such a great job Transport (GAT) with fl ights from Seat- moly steel tubing covered with alumi- researching this seaplane, I thought it fit- tle to Bremerton, with occasional ‘fl ag num. The fuel tanks were fitted in the ting to use sections of each of their letters. stops’ along the route. Eleven round- upper wing center section, and the oil Here’s some additional information from trip flights were scheduled each day, tank was located in the nacelle. Like member Wes Smith, Springfi eld, Illinois: and a total of 15,000 passengers were the hull, the wingtip fl oats were also of “Th e July 2012 Mystery Plane is the carried in 1930, using two Loening C2C mixed wood construction, covered with Eastman Aircraft Corp. E-2 Sea Rover Air Yachts. He also established air fer- Alclad aluminum. The fabric-covered (NC463M, c/n 7, ATC 288) biplane fl y- ries, again, using Loening C2Cs, which empennage was built of steel channel ing boat, operated by Gorst Air Trans- provided scheduled service across sections and welded steel tubing. The port from 1929-30. San Francisco Bay from San Francisco horizontal stabilizer was adjustable, and “Vern C. Gorst was the founder of to Alameda, Oakland, and Vallejo. In a small water rudder was linked to the VINTAGE AIRPLANE 35 Vintage Oct2012.indd 37 9/28/12 9:31 AM From the pages of a brochure for the Eastman, we have these fanciful illustrations depicting its operations far from where it became the most famous, the deep interior of Canada. vertical rudder by a spring-loaded at- Eastman as chief of engineering. Carl ing for one or two passengers, the pilot tachment. All controls were operated by B. Squier was in charge of sales, but sitting in the aft cockpit. Dual controls stranded steel cable. in 1930 Evans was succeeded by Bea- could be fi tted, and kapok-fi lled leather “Sixteen E-2s were built by the sley as company president, and Carl S. seat cushions doubled as life preserv- Eastman Aircraft Corp. at Detroit, Betts became the sales manager. ers. The original price was $8,750, Michigan, Edward S. Evans serving “Two cockpits were built into the which was increased to $9,985 before as company president and James H. hull, the front cockpit normally serv- being cut to $6,750 by March of 1931. Specifi cations A pneumatic Heywood starter was fi t- Upper wingspan 36 feet 0 inches ted to the engine, and the metal propel- ler was ground-adjustable. A first aid Lower wingspan 20 feet 8 inches kit and fire extinguisher was carried, Length overall 26 feet 3 inches and air and water navigation lights Height 8 feet 9 inches were fi tted. Empty weight 1,745 pounds “Some of the best information on Gross weight 2,725 pounds Vern Gorst, incidentally, comes from Useful load 980 pounds the late R.E.G. Davies’ Airlines of the Two fuel tanks in the center section held 48 gallons, the oil tank held 5 gallons, United States Since 1914. Prior to his and the payload with full fuel and oil was 490 pounds. death in 2011, Mr. Davies served as a Maximum speed 110 mph longtime curator at the National Air Cruising speed 90 mph and Space Museum, was the leading Landing speed 50 mph expert on the world’s airlines, and was of the Range at 10.6 gph 360 miles an aerospace historian highest caliber. During a visit with Mr. Davies Initial rate of climb 740 fpm in 1998, I brought him a small jar of a Service ceiling 9,500 feet Midwestern delicacy known as ‘apple 36 OCTOBER 2012 Vintage Oct2012.indd 38 9/28/12 9:31 AM A Six-Cylinder Radial? “If I may, Vergne Centennial ‘Vern’ VINTAGE By Wes Smith Gorst (18 August 1876–1953) was quite the character. A rather interesting biog- The Curtiss R-600 Challenger engine raphy can be found at www.AirportJour- TRADER was one of the few six-cylinder radi- nals.com/Display.cfm?varID=0412029. Something to buy, als to be mass-produced. The nominal “While I have no doubt many of your sell, or trade? readers will provide you with ample de- horsepower rating was 170 hp at 1800 Classified Word Ads: $5.50 per 10 words, 180 rpm. The low-compression version had tails on the Sea Rover and its deriva- words maximum, with boldface lead-in on first line. a compression ratio of 4.9:1, and the tive, the Model E-2A Sea Pirate, some of Classified Display Ads: One column wide (2.167 high-compression version had a ratio them may not know that fi ve Sea Rov- inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. of 5.25:1. The overall length was 42-5/32 ers were put on the Canadian civil air- craft register. All fi ve were bought and Advertising Closing Dates: 10th of second month inches, with a diameter of 42.625 inches. prior to desired issue date (i.e., January 10 is the The bore was 5.125 inches, and the stroke registered by H. Tyrer of Toronto, On- closing date for the March issue). VAA reserves the tario, in June 1932. right to reject any advertising in conflict with was 4.875 inches—the total displacement “CF-AST (serial no 8 - ex NC474M) its policies. Rates cover one insertion per issue. actually being 603 cubic inches. The dry was sold to Columbia Development of Classified ads are not accepted via phone. Payment weight without starter was 420 pounds, must accompany order. Word ads may be sent via fax Atlin, British Columbia (BC), in April and the lubrication was supplied by (920-426-4828) or e-mail ([email protected]) using 1933. It was withdrawn from use at pressure and scavenging pumps. Two credit card payment (all cards accepted). Include some point—possibly during the Sec- name on card, complete address, type of card, card Scintilla magnetos supplied the ignition ond World War. CF-AST’s certifi cate of number, and expiration date. Make checks payable to two B.G. 1XA spark plugs in each cyl- registration lapsed in September 1945. to EAA. Address advertising correspondence to EAA inder. A two-barrel Stromberg NA-U4- Its fate is unknown. Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086. J carburetor was used, and accessories “CF-ASU (serial number 12 - ex included an engine-driven fuel pump, NC467M) was sold to L.W. Staples EMPLOYMENT a propeller hub, starter/generator gun of Carcross, Yukon, and registered in Established Midwestern company seeking synchronizer, and tool kit. The crank- March 1934. It was damaged beyond seasoned lA with leadership experience. shaft was a two-throw balanced affair repair in June 1936. Candidate must have an extensive with two master rods, each fitted with “CF-ASV (serial number 15 - ex background in hands-on restoration activities, be able to manage large projects short H-section link rods. Ribbed alu- NC470M) was sold to J. MacConnachie and be skilled in business development. Our of Anyox, BC, and registered in Novem- minum alloy pistons were used, and the restoration business is unique and requires carburetor barrels were heated with ex- ber 1932. Its certifi cate of registration extensive experience with vintage and haust, a valve being used to regulate the lapsed in October 1935. CF-ASV was in Warbird type aircraft. Send resume and salary heat fl ow. Cast aluminum cylinder heads storage in Alice Arm, British Columbia, requirements to [email protected] were screwed and shrunk to forged steel as late as 1939. Its fate is unknown. MISCELLANEOUS cylinder barrels. The rocker boxes were “CF-ASW (serial number 16 - ex NC471M) was also sold to J. MacCon www.aerolist.org, Aviations’ Leading integral with each cylinder head, two Marketplace. silchrome valves being used per cylinder nachie and registered in November 1932. W.K. Sproule of Vancouver, BC, Wood and Fabric A&P Technician—Looking and seated on bronze seats, each valve for a specialist with experience in historic bought it and registered it in April being operated by conventional push- Wood and Fabric airplanes for restoration and 1934. CF-ASW was damaged beyond rods. The crankcase was split on the cen- maintenance of existing airplanes at major repair in May 1937. Its remains were terline of the front cylinder row. museum (www.MilitaryAviationMuseum. left on site, in Howe Sound, BC. org) in the resort city of Virginia Beach. Must “CF-ASY (serial number 17) was also have experience in building replica airworthy butter,’ bearing an Ozark Airlines logo. sold to Columbia Development—and World War One aircraft. For information call At the time, these were being sold by registered—in April 1933. Even though (757) 490-3157 or email to [email protected] the Prairie Aviation Museum at Bloom- its certificate of registration lapsed in Plans for building a Luton Minor. Contact: K. ington, Illinois. In his best English September 1943, it did not suffer the Bodenstein (252)646-5963 accent, Mr. Davies stated: ‘…Apple but- fate of its companions. Indeed, it is cur- Early 1940-50 sectional WAC charts. Excell. cond. ter? I’ve never heard of such a thing!’ To rently on display at the British Colum- shows airways beacons great for den hangar walls. $10 ea Rich Waldren 503-538-7575 this day, it still gives me a chuckle.” bia Aviation Museum in Sidney, BC. Renald Fortier, the curator of aviation CF-ASY was restored using some com- SERVICES history at the Canada Aviation and Space ponents from CF-ASW.” Always Flying Aircraft Restoration, LLC: Annual Museum in Ottawa, has always been Other correct answers were re- Inspections, Airframe recovering, fabric “Johnny on the spot” with answers about ceived from Tom Lymburn, Princ- repairs and complete restorations. Wayne A. aircraft that flew north of the U.S. bor- eton, Minnesota; John Schwamm, Forshey A&P & I.A. 740-472-1481 Ohio and der. He didn’t disappoint this time! Here’s Carefree, Arizona; and Jerry Pater- bordering states. some of what he had to say: son, Kent, Washington. VINTAGE AIRPLANE 37 Vintage Oct2012.indd 39 9/28/12 9:31 AM WELCOME, NEW EAA VINTAGE ASSOCIATION MEMBERS Barry Ackerman ...... Coshocton, Ohio Michael Hughes ...... Calmar, Alberta, Canada Morgan Araldi ...... Fort Lauderdale, Florida Hugh Hunton ...... Mansfi eld, Texas Christopher Atwell ...... Windermere, Florida Chris Imrie ...... Toronto, Ontario, Canada Ronald Baker ...... Albany, New York Wallace Ingraham ...... Fond du Lac, Wisconsin James Baker II ...... Hallettsville, Texas Kim Loanidis ...... Carmichael, California Dolly Bambas ...... Spring Hill, Florida Lawrence Jenkins ...... Hernando, Mississippi Martin Baum ...... Tyler, Texas Robert Johnson ...... Keystone, Colorado Richard Bender ...... Williamsburg, Virginia Robert Johnson ...... Rochester Hills, Michigan Wayne Bissett ...... Midland, Texas Royce Johnson ...... Clinton, Arkansas Lee Borchers ...... Independence, Oregon Samuel Johnston ...... Spring Grove, Illinois Blair Bouchier ...... Taos, New Mexico Craig Kehrer ...... Morris, Pennsylvania Andrew Bowman ...... Harbor Springs, Michigan James Keller ...... Canton, Ohio Kevin Boyette ...... Jasper, Texas Jeff rey Keyt ...... New Providence, New Jersey Bruce Brown ...... Birmingham, Alabama William Kientz ...... Chesterfi eld, Missouri Larry Buhl ...... Harbor Springs, Michigan Tim Kroeze ...... Cedar Rapids, Iowa Warren Caldwell ...... Oklahoma City, Oklahoma Michael Langston ...... Sherman Oaks, California Diana Carlson ...... Dundee, Florida Raymond Latham ...... Counce, Tennessee Micheal Carter ...... Marengo, Illinois Ted Leach ...... Springfi eld, Illinois Cameron Carter ...... Wapakoneta, Ohio James Leifheit ...... Big Rock, Illinois William Cavanaugh ...... Coral Springs, Florida Wayne Lemkelde ...... Crowley, Texas Ted Cekinovich ...... Park Hill, Oklahoma Michael Leone ...... Collinsville, Oklahoma Craig Christilaw ...... Grand Haven, Michigan David Lewis ...... Alexandria, Louisiana Leonard Cobb ...... Cottonwood Heights, Utah Sam Lipscomb ...... Commerce City, Colorado Lloyd Como . . . Williams Lake, British Columbia, Canada Brian Locascio ...... Orland Park, Illinois Steve Cukierski ...... Neenah, Wisconsin Valentina Lopez-Firewalks ...... Pueblo, Colorado Carl Daniel Jr...... El Paso, Texas Troy Macvey ...... Milan, Indiana Francis Davey ...... Norwood, New York Abbey Manalli ...... Milwaukee, Wisconsin Ben Davidson ...... Hood River, Oregon Glen Marshall ...... Capitola, California Curt Debaun ...... Terre Haute, Indiana Mark McCasland ...... Kansas City, Missouri Raymond Debs ...... Gig Harbor, Washington Roger Meggers ...... Baker, Montana James Deininger ...... Gibsonburg, Ohio Danny Metz ...... Brighton, Colorado Peter Deloof ...... Manchester, Michigan Jake Minesinger ...... Troy, Ohio Ian Dewhirst ...... Ottawa, Ontario, Canada Kim Moody ...... Interlochen, Michigan Debbie Dreher...... Westfi eld, New Jersey Charles Mott ...... Chesapeake, Virginia Amy Dumais ...... Orlando, Florida Drew Myers ...... Lexington, Illinois Kenneth Eckel ...... Hernando, Mississippi John Nazarenko ...... Leduc, Alberta, Canada Wallace Edwards ...... Willard, Missouri Ryan Newell ...... Massillon, Ohio Robert Epting ...... Chapel Hill, North Carolina Michael Nolan ...... Chevy Chase, Maryland Ross Ernest ...... Cincinnati, Ohio Russell Olson ...... Garner, Iowa Matt Essmann ...... Brownsville, Wisconsin Stephen Otis ...... McAlester, Oklahoma Thomas Ferraro ...... McKinney, Texas Steve Palauskas ...... East Windsor, Connecticut James Finley ...... Destrehan, Louisiana Lori Palauskas ...... East Windsor, Connecticut Duane Fischer ...... Lebanon, Illinois David Patterson . . . .Saskatoon, Saskatchewan, Canada Dave Fisher ...... Edina, Minnesota Dale Phillips ...... Westfi eld, North Carolina Bill French ...... Chesterfi eld, Missouri Gary Piper ...... Hendersonville, Tennessee Richard Friedman ...... Wichita, Kansas Joyce Pipkin ...... Columbia, South Carolina Jack Frost ...... Goodrich, Michigan Michael Quinn ...... Matthews, North Carolina Scott Furstenberg...... Omaha, Nebraska Sarah Ratley ...... Leawood, Kansas Andrew George ...... Groveport, Ohio Jeff Rayden ...... Encino, California William Glave ...... Hartfi eld, Virginia Robert Redman ...... Troy, Michigan Kent Gorton ...... Locust Grove, Georgia Patricia Reilly ...... Nepean, Ontario, Canada Michael Grant ...... Greenfi eld, Indiana Herb Reiskin ...... Hollywood, Florida Stephen Green ...... Steamboat Springs, Colorado Rusty Richards ...... Columbus, Indiana Gary Grubb ...... Lantana, Texas Michael Rigg ...... Riverside, Alabama Nathan Gump ...... Neenah, Wisconsin Emil Roman ...... Moses Lake, Washington David Gustafson ...... Naperville, Illinois Thomas Ruhlmann ...... Cedarburg, Wisconsin James Haley ...... Philadelphia, Pennsylvania Russell Sanford ...... Brooks, Georgia Aaron Halpin ...... Eden Prairie, Minnesota Robert Schmidle ...... Washington, D.C. Andrew Hamilton ...... Brantford, Ontario, Canada Paul Schneider ...... Tucson, Arizona Tom Hammer ...... St. Cloud, Minnesota Richard Seaman ...... Little Rock, Arkansas Robert Hansen ...... Mooresville, Indiana Bob Snell ...... Friendswood, Texas James Hill ...... Grand Saline, Texas Kevin Snodgrass ...... Chillicothe, Ohio Charles Hill ...... Russellville, Arkansas Debra Snyder ...... Carmel, Indiana Gene Hogan ...... Gibsons, British Columbia, Canada Jay Sparks ...... Lewisburg, West Virginia Michael Howard ...... Slaughters, Kentucky Jack Stanton ...... Pottsboro, Texas Byron Hubbard ...... Midlothian, Texas Dustin Stephenson ...... Kingsville, Missouri 38 OCTOBER 2012 Vintage Oct2012.indd 40 9/28/12 9:50 AM STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by 39 U.S.C. 3685). 1. Title of Publication: Vintage Airplane 2. Publication No.:062-750. 3. Filing Date: 9/25/12. 4. Stephanie Stephenson ...... Kingsville, Missouri Issue Frequency: Monthly. 5. No. of Issues Published Annually: 12. 6. Annual Subscription Price: Frank Swinehart . . . . . McElhattan, Pennsylvania $36.00 in U.S. 7. Known Offi ce of Publication: EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, Meredith Tcherniavsky . . . . . Rockville, Maryland WI 54903-3806. Contact Person: Kathleen Witman, Telephone: 920-426-6156. 8. Headquarters or General Business Offi ce of the Publisher: Same as above. 9. Publisher: Rod Hightower. EAA, Aaron Tobias ...... Clearwater, Kansas 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Editor: Jim Busha, c/o EAA, 3000 David Walen ...... Hill City, Minnesota Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Managing Editor: None. 10. Owner: James Wall ...... Carbondale, Illinois Experimental Aircraft Association, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903- Steven Ware ...... Lonoke, Arkansas 3806. 11. Known bondholders, mortgagees, and other security holders owning or holding 1 Phyllis Warner ...... Fort Wayne, Indiana percent or more of total amounts of bonds, mortgages or other securities: None. 12. Tax Status: Charles Webb ...... Fort Worth, Texas Has Not Changed During Preceding 12 Months. 13. Publication Title: Vintage Airplane. 14. Issue Patrick Webb ...... Spring Valley, Minnesota date for circulation data below: September 2012. 15. Extent and Nature of Circulation (Average James Weckman ...... Hutchinson, Minnesota No. Copies Each Issue During Preceding 12 Months/ No. Copies of Single Issue Published Nearest to Nate Weinsaft ...... Waltham, Massachusetts Filing Date): a. Total No. of Copies Printed (6,851/6,460) b. Paid Circulation (By Mail and Outside Elliot Weiss ...... Fresno, Texas the Mail): 1. Mailed Outside-County Paid Subscriptions Stated on PS Form 3541 (Include paid Ken Whittemore ...... Fredericksburg, Virginia distribution above nominal rate, advertiser’s proof copies, and exchange copies) (5,830/5,693). Bruce Willan . Pymble, New South Wales, Australia 2. 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Free or Nominal Rate Copies Mailed at Other Classes Ingrid Zimmer ...... Jeff erson, Maryland Through the USPS (e.g. First-Class Mail) (17/5). 4. Free or Nominal Rate Distribution Outside the Mail James Zuelsdorf ...... Mayville, Wisconsin (Carriers or other means) (401/173). e. Total Free or Nominal Rate Distribution (Sum of 15d (1), (2), (3), and (4) (418/178). f. Total Distribution (Sum of 15c and 15e) (6,649/6,259). g. Copies not Distributed (See Instructions to Publishers #4 (page #3))(202/201). h. Total (Sum of 15f and g) (6,851/6,460). New VAA i. Percent Paid (15c divided by 15f times 100) (93.90%/97.16%). 16. Publication of Statement Ownership: Publication required. Will be printed in the October 2012 issue of this publication. 17. I Lifetime Members certify that all information furnished on this form is true and complete. I understand that anyone Hobart Bates ...... 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Downers Grove, Illinois VINTAGE AIRPLANE 39 Vintage Oct2012.indd 41 9/28/12 9:34 AM Membership Services VINTAGE AIRCRAFT ASSOCIATION Directory OFFICERS Enjoy the many benefi ts of the EAA Vintage Aircraft Association President Secretary Geoff Robison Steve Nesse PO Box 3086, Oshkosh WI 54903-3086 1521 E. MacGregor Dr. 2009 Highland Ave. Phone (920) 426-4800 Fax (920) 426-4873 New Haven, IN 46774 Albert Lea, MN 56007 Web Site: www.vintageaircraft.org 260-493-4724 507-373-1674 [email protected] E-Mail: [email protected] Vice-President Treasurer VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft George Daubner Dan Knutson Association and receive VINTAGE AIRPLANE magazine N57W34837 Pondview Ln 106 Tena Marie Circle for an additional $42 per year. 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