Va vol 35 no 1 jan 2007 by EAA Vintage Aircraft Association

GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

Thoughts to start the VAA in 2007

If your holidays were half as wonder ful as mine were, you had a great hol iday season. My family has, for what seems like forever, always been a mil itary family. This past holiday season was the first I can remember in quite some time when everyone was actually home for Christmas. As thankful as I am for that, I cannot help but think of all the skirmishes go ing on around this world, and I'm cer tain a lot of you have family members out there on the line. It is important that we always remember they are per forming important responsibilities that are absolutely critical to those of us who remain on the home front, enjoying all of our freedoms on a daily basis. Many thanks to all of you who have served, as well as those who are out there serv ing your country now. We wish you all the very best, and we are hopeful your loved ones are safe and they make it home soon. Speaking of freedoms, even though this country is one of, if not the most fortunate when it comes to personal freedoms, none of us are in the mood these days to give any of them up. You have heard me state many times before that we need to always be on our best game when we operate our flying ma chines in today's world of challenging airspace all over this country. Most re cently, I have heard from many of my aviation friends as well as a number of VAA members who are seriously con cerned about the future of recreational aviation in this country. My consistent response has always been to remind everyone of them that this is one of our dearest freedoms we possess today, and it is clearly our re sponsibility to stand firm and do our

very best out there every day we fly. This freedom is ours to lose. If we take it for granted, sooner or later it can be severely modified, and even possibly eliminated. Personally, for me I will never forget the feelings and emotion I experienced on September 12, 200l. When I went out to the hangar that af ternoon I knew full well I was going no where that day in my personal flying machine. It is my sincere hope that we never have to experience similar emo tions ever again. On a lighter note, it was one year ago this month that we launched an ex panded Vintage Airplane magaZine. You may recall we added 12 pages of con tent to the magazine. Well, now we are happy to announce yet another positive enhancement, starting this month you will begin to enjoy full color through out the 44 pages of Vintage Airplane for the first time in its history. We fully rec ognize the fact that our magazine rep resents and reveals the true identity of our association and its membership, so we pledge to continue in our ef forts to see this publication grow along with the membership's expectations. It is important here that I recognize the exceptional efforts of the VAA board's magazine committee. Special thanks to Wes Schmid, Gene Chase, Steve Krog, Dean Richardson, and its newest mem ber, Susan Dusenbury, for their valued assistance and guidance to the VAA ex ecutive board and to our editor, H.G. Frautschy. I'm sure he joins me in ex pressing our appreciation of your efforts. {You bet!-H.C.F.1 Don't forget, if you have a suggestion or a comment regard ing this most visible of VAA member benefits, we're always ready to listen. Are you active in an EAA or VAA chap

ter in your area? If you haven 't taken the time to engage yourself in chapter activities, you really should make the ef fort to be a part of something that is of tentimes quite rewarding. We know for certain that a good number of our VAA members are people who we refer to as "enthUSiasts," or non-aircraft owners. Start your new year out right, and look up the contact information for a chap ter near you: www.EAA.org/chapter/chap

ter_locator.html. Vintage Chapter 37 has now moved into its new hangar at the De Kalb County Airport (GWB) in Auburn, Indi ana. The building committee has been busy designing and procuring materials for the construction of our new chapter house within the hangar facility. Hope fully, by the time you read this, con struction will be well underway. The cold weather in these parts has us currently focusing on getting the hangar heated . The good news is that we have procured the appropriate heating de vices so we can begin planning some winter activities inside a heated hangar. No reason to wait for the last minute, right? Oh well, sometimes progress is painful. Look us up if you're in the area. Remember, now is the time to begin planning your journey to EAA AirVen ture. We promise you an experience un matched anywhere else in aviation. EAA AirVenture Oshkosh 2007-The World's Greatest Aviation Celebration Coming July 23-29,2007. VAA is about participation: Be a member! Be a volunteer! Be there! Let's all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it all.

N E VOL. 35, No. 1

JANUARY

2007

CONTENTS

IFC

Straight & Level Thoughts to start the VAA in 2007 by Geoff Robison

VAA News

2006 VAA Hall of Fame Charlie Harris

Restoration Corner Fabrics and finishes and the installation thereof by Dip Davis

Lineboy An airmail beacon lights the way to an aviation career by Ev Cassagneres

A Stalwart Survivor From the Golden Age The Kinner Sportster Model B by Sparky Barnes Sargent

The First Clipwing Taylorcraft Little Poopdeck by Paul Poberezny with H.G. Frautschy

Type Club List

Books of Vintage Interest by Sparky Barnes Sargent

The Vintage Instructor The New York VFR corridor accident by Doug Stewart

Mystery Plane by H.G. Frautschy

Calendar

Classified Ads

COVERS

FRONT COVER: The 1925 Kinner Sportster B is one of the rarest of antique airplanes. This fine example was restored ovef a 22·year period by Bob McCorkle of Danbury, Connecticut. Bob says only one other Sportster B is flying. in Oklahoma. Gilles Auliard of Newington, Connecticut cap tured this shot during the annual AAA Fly·ln in Blakesburg, Iowa.

BACK COVER: The first clip-wing homebuilt based on the Taylorcraft was Paul Poberezny's " Little Poopdeck ", seen here in the later winter before Paul was sent to Korea. The shortened wings featured rib spacing that was double that of a stock Taylorcraft wing, along with an inverted fuel system. See our story on "Little Poopdeck " starting on page 22.

STAFF

EAA Publisher Executive Director/Editor Adm inistrat ive Assistant Managing Editor News Editor Photography

Tom Poberezny H.G. Frautschy Jennifer Lehl Kath leen Witman Ric Reynolds Jim Koepnick Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Louise Schoenike Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw Display Advertising Representatives: ortheast: Allen Murray Phone 856·220· 7180, FA X 856·229·7258, e·ma il: alll'lllllllrraY®lIillcilprillg.colII Southeast: Chester Baumgartner Phone 727·532·4640, fA X 727·532·4630, .·mail: rballmlll®lIilldlprillg.COIII Central: Todd Reele Phone 800-444·9932, FAX 816·74 1·6458, e· mail: todci@Spc·lIIag.com Mountain &: Pacific: John Gibson Phone 916·784·9593, e·mail: jollllgiblOllw.lsPC·lIIl1g.com Europe: Willi Tacke Phone +498969340213, FAX +498969340214, . ·mail: willi@(lyillg·pages.colII

VINTAGE AIRPLANE

EAA Adds Podcasts to AirVenture Website """'"""

AirVentu re.org is the most popular source of I/IRVENTURE '" ',' q ~ ~ t\ information for those EAA JULY 23 - 29 2007 who flock to Oshkosh each summer, as well as Alrtt<ty Almlngfor Othko.h thousands who follow the event online. Now, visitors to www.AirVen ture.org can hear all about ........

the approaching World's · .A!minqfor0!/+;9"' ... Greatest Aviation Cele bration in regular Aim ing for Oshkosh audio pod casts. "As many people can't wait to get to EAA AirVenture each summer, the website has become a year-round destination to discover the latest news and updates for this great event, as well as interviews with the people who make it so special each year," said EAA President Tom Poberezny. Along with the audio updates, web visitors will discover many new in novations in the months leading to AirVenture 2007. The first installment of Aiming for Oshkosh features Poberezny discuss ing those people already planning their EAA AirVenture 2007 trips. He also hints about attractions that will be part of the 55th annual event, which will be held July 23-29 at Wittman Regional Airport. Last year's AirVen ture drew more than 10,000 airplanes and total attendance in excess of 625,000. Future audio segments will include comments from EAA staff members and volunteers, as well as personalities and newsmakers. Lock in www.Air Venture.org for continuous updates. I

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EAA SportAir, Lincoln Electric Offer 2007 TIG Welding Workshops EAA SportAir Workshops and Lin coln Electric have teamed up again to offer seven TIG welding work shops this year at the Alexander Technical Center, Griffin, Georgia. The courses cover the fundamentals of TIG welding 4130 chromoly tub ing, stainless steel, and aluminum and are taught by Lincoln's expert instructors using Lincoln Precision TIG 185 welding units. "More and more EAAers are using TIG welding to build their aircraft," said Charlie Becker, director of EAA SportAir Workshops. "These hands on workshops are the best way to learn the welding process and get the 2

JANUARY 2007

most out of your investment in a TIG welder." Tuition for the two-and-a-half-day workshops is $359 for EAA members and $399 for nonmembers. For more information or to sign up for a work shop, visit www.SportAir.com or call 800-967-5746. 2007 Worksh op Dates: January 26-28 March 9-11 April 13-15 May 18-20 September 7-9 October 19-21 November 16-18

FAA Air Tour Final Rule Expected With the Office of Management and Budget's (OMB) long-awaited

review of the new FAA Air Tour Safety final rule completed just be fore Thanksgiving 2006, EAA anx iously awaited its publication in the Federal Register as this issue went to press. FAA took in thousands of overwhelmingly negative comments from the community during a series of public hearings in early 2004 and rewrote the rule . "We usually get some sort of an indication as to what a final rule will look like, bu t not this time," said Earl Lawrence, EAA vice president for industry and regulatory affairs. "We will let EAA members know the content and implications of the new rule when it's published in the Fed eral Register." EAA contended in its official com ments, su bmitted on March 11, 2004, that FAA's proposed regula tions were "a blanket measure that did not distinguish between various operations or aircraft." For exam ple, the proposal treated large com mercial air tour operators the same as private, one-aircraft operations, such as a person who operates a two place, open-cockpit aircraft for local sightseeing flig hts . "As written, FAA went much fur ther than the original congressio nal mandate requested," Lawrence said. "It would destroy many areas of general aviation that have been created strictly for historic or dem onstration purposes." EAA and other aviation organiza tions offered many simple, common sense recommendations that would meet the congressional mandate, en hance safety, and preserve the ability for many small businesses to con tinue to operate. For the latest on the new Air Tour final rule, visit www.EAA.org.

Aircraft Spruce an EAA Preferred Partner Arrangements to make Aircraft

Spruce & Specialty an official EAA Preferred Partner were completed in November at Aircraft Spruce global headquarters in Corona, California. Orders placed by EAA members us ing the new EAA Visa credit card will receive a discount of up to 10 per cent from Aircraft Spruce. "Our company has partnered with EAA on many programs over the years, including Young Eagles and the EAA SportAir Workshops," said Jim Irwin, Aircraft Spruce president. "We are pleased now to have the op portunity to extend discounts on product purchases to EAA members through the preferred partner pro gram. We look forward to continu ing to work with EAA to help sport aviation grow through these excel lent programs." EAA President Tom Poberezny added, "We value our longstanding relationship with Aircraft Spruce & Specialty and are pleased to welcome them as our first preferred partner in this credit card program. The dis count is another way EAA makes members' participation in aviation easier and more affordable." For more information on the pro gram, contact Aircraft Spruce at 951 372-9555, e-mail info@aircraftspruce. com, or on the web at www.Aircraft Spruce.com. To learn more about the EAA Visa card, visit www.EAA.org.

Hall of Fame EAA's Halls of Fame inducted 10 contributors to the world of flight at the annual presentation ceremo nies October 27 in Oshkosh. Induct ees for 2007 are Edgar Lesher and B.J. Schramm, EAA Homebuilders Hall of Fame; Gene Soucy, Interna tional Aerobatic Club (lAC) Hall of Fame; AI Passel! and Ralph Nelson, National Association of Flight In structors (NAFI) Hall of Fame; Jack Harrington and Daryl Lenz, EAA Warbirds of America Hall of Fame; Bob Lovejoy and Volmer Jensen, EAA Ultralight Hall of Fame, and Charles W. Harris, Vintage Aircraft Association Hall of Fame. For more on Charlie HarriS, please see the ar ticle starting on page 4.

"Each inductee has made a unique contribution to the world of flight," EAA President Tom Poberezny said at the ceremonies. "Those of us ac tive in aviation today recognize their commitment and passion for flying. These inductees represent the best that recreational aviation has to of fer and serve as an example for ev eryone involved in flying." Keynote speaker Vern Raburn, president and CEO of Eclipse Avia tion, told of the night he accepted the National Aeronautic Associa tion's Collier Trophy on behalf of ev ery Eclipse employee. "No one sets out to make history; you set out to do what you wanted

to do, and you achieved it by getting up every morning and putting one foot in front of the other. So enjoy the night. Revel in it. And let us all recognize those people who got up every morning and did something." Also honored at the dinner cer emony in the EAA AirVenture Mu seum's Eagle Hangar were Fred and Carol Stadler, this year's reCipients of the Henry H. Kimberly Spirit of Lead ership Award. The award recognizes exceptional volunteer commitment and leadership in the Oshkosh area. Video vignettes of the newest hall of famers can be viewed at www.EAA. org/communications/eaanews/061102_ hofhtml. ......

Skiplane Fly-In Is On, Snow or no Snow Although we 've had a difficult time coaxing enough of the white stuff out of Mother Nature the past couple of years, EAA' s annual Skiplane Fly-In is always a festive mid-winter gathering at Pioneer Airport. On Saturday, January 27-snow or no snow-aviation enthusiasts are welcome to share complimentary chili and birthday cake for EAA matriarch Audrey Poberezny. If there is enough snow on the ground, skiplanes are welcome to attend. If the ground remains bare but firm, wheeled airplanes may be allowed to land at Pioneer beginning at 10:30 a.m. (Pilots intending to fly in to Pioneer must contact Sean Elliott at 920-426-4886 to register and receive an arrival briefing. ) Or you can land at Wittman Regional Airport and use a shuttle ser vice that runs all day to and from Orion and Basler FBOs . Those driving to the event can simply follow the signs to Pioneer Airport. The event is free and open to the public. A special appearance is expected by the 2007 EAA Aircraft Sweep stakes airplane, the Win Me Aviat Husky. If there is ample snow, it will be equipped with the Wipaire skis . VINTAGE AIRPLANE

Charles W. Harris

harlie Harris was born September 30, 1927, in Pawhuska, Oklahoma, the day Charles Lind bergh flew the Spirit of St. Louis over Pawhuska on his 150 city tour following his New York to Paris flight in May 1927. Char lie received his public school edu cation in Pawhuska, graduating in May 1945. He graduated from the University of Tulsa in January 1950 with a bachelor of science degree in business administration. At the age of 3, Charlie received his first airplane ride standing up in the front seat of his father's 1928 OX-5 Travel Air open-cockpit biplane. A life long aviation fan, he soloed a J-3F-60

JANUARY 2007

Cub at 16 while in high school and has been flying ever since. After ser vice in the U.S. Navy in 1945 and 1946 aboard cruisers, he was fortu nate enough to continue to fly and operate an Aeronca Chief, a DCO 65 Taylorcraft, and a World War II surplus BT-13A during college days. He currently owns and flies a collec tion of pristine vintage aircraft, in cluding a 1942 Culver LFA Cadet; two 1948 polished Temco Swifts; a 1945 J-3C-65 Cub; two factory Pitts; five Luscombes; a 1949 Monocoupe 90AL-115/0320, the last stick Mono coupe ever built; and others of the era. His aircraft have won numerous fly-in awards for quality, appearance, best in class, etc.

Charlie has served as senior co chairman of the Tulsa Regional Fly In since 1982. He co-founded the National Biplane Association in 1987 and has served as chairman of the association and the Biplane Expo in Bartlesville, Oklahoma , since its origin. In June 1998 he was presented the city of Bartles ville Medallion (its key to the city) in recognition of his service to the city. He has chaired five EAA B-17 Tour stops in Tulsa and Bartlesville since 1994. He co-chaired the 50th Anniversary Lindbergh EAA Spirit of St. Louis Tour stop in Tulsa in 1977. He chaired the 2005 EAA Ford Tri Motor six-day stay in Tulsa during which the Tri-Motor flew 743 pas

(he tells us all young men "dressed" back then), a 13-year-old Charlie Harris poses with one of his lifelong favorites, the Piper Cub, at the Tulsa airport in 1940.

sengers . He was named Oklahoma Aviator of the Year in 1984 by the Ok lahoma Aviator p ublication, the first year it selected anyone for that honor. In 2001 he was selected for and ind u cted into the Oklahoma Air & Space Ha ll of Fame and re足 ceived the Clarence E. Page Award for Contributions to Oklahoma Avi足 ation in 2001. He conceived and arranged the 1993 66th reunion of the original Travel Air 5000 Woolaroc (winner of the 1927 Dole race) and the EAA rep足 lica SpiritofSt. Louis. The two original airplanes were first together in Tulsa on September 30, 1927, the day of his birth.

Jim Younkin (left) and Charlie with Jim's heart-thumping replica of Benny How足 ard's Mr. Mulligan. VINTAGE AIRPLANE

In 2001 Charlie originated the Vintage division's Friends of the Red Barn member contribution fund to underwrite convention activities during EAA AirVenture Oshkosh. The contributions to this fund have

exceeded $125,000 during the past five years. Charlie is a lifetime EAA member, a member of all EAA divisions, and a 30-year member of EAA Chapter 10 Tulsa; he is a charter member of EAA

A few of the pristine vintage airplanes collected and flown by Charlie over a life time of aviation enthusiasm. His Luscombe 8F, Culver LFA (one of about 20 left out of 359 buiH before World War 11), and Monocoupe 90AL are all maintained in museum condition and kept at Tulsa's Richard L. Jones JrJRiverside Airport. Check out that floor covering! 6

JANUARY 2007

Vintage Aircraft Association Chapter 10 Tulsa and charter member of EAA Warbird Squadron 10 in Tulsa. He has served as president of EAA Vintage Aircraft Association Chapter 10 Tulsa for three terms and has served as pres ident of EAA lAC Chapter 10 Tulsa. Charlie wrote the monthly newslet ter of EAA lAC Chapter 10 from 1980 through 1985. He has written the EAA Vintage Aircraft Association Chapter 10 newsletter since 1985 and contin ues to write on a variety of aviation subjects. In 1998 he was selected by EAA to receive the first ever Bax Seat Award, named for Flying magazine writer Gordon Baxter, for communi cating the passion and excitement of aviation. Charlie is the principal writer of the National Biplane Associ ation's Biplane News publication. He was elected a director of the EAA Vintage Aircraft Association in 1988 and has served as treasurer since 1996. Charlie has chaired the VAA Red Barn Interview Circle at Air Venture since 1988 and has served as chairman of the association's execu tive committee since its formation in 2002. In 1993 Charlie initiated the con tacts and furthered the early discus sions that resulted in the Phillips Petroleum Company discounted fuel program for EAA Young Eagles flights. Charlie has been elected to and cur rently serves on the board of directors of Tulsa's Jones-Riverside Airport As sociation. He has served on the Spar tan School of Aeronautics graduation speaker's bureau since the mid-1980s. In 2005 Charlie was honored dur ing the Biplane Expo Awards Dinner in Bartlesville, Oklahoma, by a sur prise tribute from the National Bi plane Association (NBA) membership, the city of Bartlesville, the Oklahoma State Legislature, and ConocoPhillips for the 20 years of service to the NBA and the Biplane Expo. Charlie is self-employed, having been in the vehicle rental, leasing, custom handicapped van conversion, and finance business in Tulsa, Okla homa, since 1950. He also serves as co-trustee of the Sisk Charitable Trust based in Tulsa, Oklahoma. ....

Fabrics and finishes and the installation thereof

BY DIP DAVIS

Editor's Note: This seventh installment of the "Restoration Comer" covers the selection and installation of fabrics and finishes. It will be presented in two parts. The author, Dip Davis, needs no introduction to many restorers of vintage air· craft, having been associated with fabric covering for many years.--G.R.C. and H.G.F. 1428. and e-mail at ross@Vintageaerofab since come up with magic potions as prime coats which will provide excel rics.com.-HGFJ Fortunately, 30 years of field expe lent adhesion to polyester fabric with rience with Dacron fabrics has pretty out making the surface brittle. Assuming you have now been con well overcome all of the early problems with its use. vinced to choose a synthetic fabric Early Ceconite and Eonex had a for your cover job, we'll proceed with texture approaching that of cordu the operation: Hopefully the airplane you are restor roy and was so stiff that at least three hands were reqUired to glue it around ing had the original (or previous replace a corner. In its favor was the fact that ment) fabric still attached. Never mind it proved to be almost indestructible, how tattered or bedraggled it has be and most of the airplanes which were come-remove it in as nearly intact con covered with this material and are sub dition as possible. Wings are best stripped sequently having the fabric replaced by slitting the trailing edge fabric with a again are doing so not because the fab razor blade and rolling the cover forward, ric is bad, but because the structure un cutting the rib stitch cord as you go. This derneath requires attention. should get it off in one piece which can Since the heavy (3.8 ounces per then be folded in a reasonably small bun square yard) material proved to be dle and stored someplace for future ref virtually a lifetime cover, the next erence. If the manufacturer used sheet evolutionary step was to produce a metal screws or metal clips to secure the lighter-weight, more flexible synthetic fabric to the ribs rather than rib stitching, cloth. Dacron weighing 2.7 ounces is it will be necessary to peel the surface actually slightly less in weight than tapes from each rib so that the fasteners Grade A cotton but provides a tensile may be removed before peeling the main strength approximately 25% greater as skin. The object is to not destroy the old well as being far superior in resistance rag until you are through with the entire to deterioration from industrial pol job. You will puzzle over the location of lution and acid rain . This has become reinforcement cutouts, cable exits, and the material of choice for the majority the like for hours if you don't have the of re-coverers. pattern to refer to. Dope finishes which were developed Inspection, repair, and protection of for use on cotton and linen proved to be the structure from corrosion are impor unsatisfactory on synthetic fabrics due tant enough to be the subject of a sepa to the hard, slick texture of the threads rate treatise, so we'll skip to the next with no nap or "fuzz" to grip the initial chapter, assuming that everything has coats. Even the airframe manufacturers been properly prepared and signed off who were pioneered in the use of the as "okay for cover" by a duly autho new materials were embarrassed to find rized inspector-type person. the finish peeling off in sheets, clear The FAA's Advisory Circular 43.13 down to the bare fabric. All of the ma 1B, chapter 3, has excellent guideline jor aircraft finish suppliers have long material on covering and finishing but R EPRINTED FROM Vintage Airplane SEPTEMBER 198 6

There are almost as many opinions regarding the proper fabric and fin ish for antique and classic airplanes as there are people performing the task. If you have a genuine showpiece which will be pampered and polished and flown only to air shows for champion ship judging, then Grade A cotton fab ric with innumerable coats of dope and uncountable hours of sanding and pol ishing is probably the route to take. If, however, you plan to use the airplane for more mundane purposes, such as occasional transportation, and perhaps have less than ideal storage conditions between flights, a synthetic fabric will be much more practical. Grade Ahas not only become more ex pensive than the alternatives, it has also suffered in longevity. Eighty pounds has always been the minimum allowable ten sile strength for new fabric, but several years ago when the demand was brisk and sales competition a factor, cotton mills produced a "long staple" fabric which could test 90 lbs or better when fresh. Current production of Grade A, of course, meets the minimum standard but has far less margin for deterioration down to the 56-pound tensile strength that is the lowest allowable reading for an airplane with a wing loading of more than 9 pounds per square foot or a never exceed speed of 160 mph or faster. Irish Aero Linen was an excellent alternative for years but is no longer available in this country at any price. [That was true when this article was writ ten, but Irish Linen, Mil-Spec Grade A Cot ton, and other specialty fabrics and tapes are available from Vintage Aero Fabrics, Ltd., 316 Creekwood Drive, Bardstown, KY 40004,502-349-1429, fax: 502-349

VINTAGE AIRPLANE

addresses only cotton and linen; there fore, much of the information is not applicable to synthetic fabrics. The pur veyors of your specific grade of polyes ter material will furnish FAA-approved application and data which, if followed carefully, should produce good results. If the instructions included with the products you intend to use conflict with what you read here, ignore that portion of this article and follow the procedures given in the manual. Pre-sewn envelopes can save a little time and material and are available for more standard-production airplanes even though that production may have ceased many years ago. These envelopes are merely slipped on like a sock and the open ends glued to the structure. The only objection we ever hear raised to the use of pre-sewn covers is the sewn seam line, particularly on a fuselage where it may leave an obvious ridge. Careful installation and a watchful eye as the fabric is tautened can usually keep this line parallel to the longerons or stringers and close enough to them to be covered by a surface tape common to both. The alternative method (we'll dismiss hand sewing the cover in place as totally out of the question) is to ce ment yard goods directly to the struc ture. Most brands of finishing systems employ a cellulose cement for this pur pose. Former model airplane builders will recognize the smell immediately upon opening the can. Peeling this stuff off your fingers at the end of a session will also provide a nostalgia trip. We'll hope the primer you used on the structure is not soluble in the cement, a situation that results in a discolored mess at the attach points and may leave some bare tubing exposed to the elements. If you have doubts about your primer, test it by wiping it lightly with a rag which has been dipped in dope thinner. If the thinner removes any material, apply a coat of dope-proof finish, such as an ep oxy primer, over the existing paint. It's not possible to compile one set of instructions which will apply to all shapes of airframes, but, in general, ce menting the fabric first to the bottom longeron and pulling it up to cover each side individually works best. The vertical fin on most airplanes can be 8

JANUARY 2007

covered with the same unbroken ex panse of cloth as the fuselage side if the wider (64 to 66 inches) widths are used. This technique will leave a vee-shaped opening forward of the fin's leading edge, and there must be a solid struc tural member someplace within reach of the fabric edge to which the fabric can be cemented, or it will be necessary to hand sew the two sides together at this highly visible pOint, generally an unacceptable solution, as it is nearly impossible to hide the stitches. Positioning the fabric is made easy by the use of spring clothespins which are still available at most hardware stores, even though most people have forgot ten their original purpose. It is neither necessary nor desirable to stretch the fabric tightly when installing, as is the case with cotton. Just eliminate the puckers or "gathers." Fabric cement dries rapidly, and it isn't possible to work a very long seam when cementing directly. Remove one or two clothespins at a time, brush a swath of cement to the structure or, even better, to the edge of the fabric itself; press the fabric firmly onto the frame and rub enough to en sure penetration; reinstall the clothes pin; and move on to the adjacent area. A neat alternative to this method in volves brushing a liberal coat of cement onto the entire structure when the fab ric is attached, and allowing it to dry completely before cutting the fabric to shape and clamping it in place with the same exotic tooling mentioned above. The wrinkles may then be worked out and the fabric carefully positioned be fore brushing straight MEK or dope thinner onto the edges of the fabric where it contacts the structure. This will soften the cement and allow it to be worked into the weave of the fab ric by rubbing. After the clothespins have been removed, another coat of cement may be applied to the surface if it appears the weave has not been filled adequately. Do not cement the fabric to stringers or intermediate structure, only to the outer perimeter of the ex panse of the fabric being installed so that the shrinkage can be evenly dis tributed when heat is applied. Pene tration of the sealer coats will provide adhesion every place the fabric con

tacts the substructure. Top and bottom fabric panels are cut to overlap the sides by approximately an inch and simply cemented in place. This seam will later be covered by a sur face tape. If your airplane employs a doped fab ric interior in lieu of upholstery panels, as does the J-3 Cub, the interior must be done before the outside fabric is in stalled. You'll find that, even though small areas of fabric are involved and most of it can be done with leftover scraps, the man-hours expended will exceed the time required to cover the outside of the fuselage. An interior fab ric kit is available for the J-3 for just a few bucks. This provides sewn tabs for attachment to the tubing in the rear seat as required to give the authentic look. Most other airplanes' interiors are simply cut from yard goods. If this airplane is your initiation into the aromatic world of fabric covering, you may wish to begin with a con trol surface or two before tackling the aforementioned fuselage. Pre-sewn en velopes make this task almost too easy, and the all-cemented blanket method doesn't take a whole lot longer. One piece of fabric will generally be wide enough to cover both sides of a surface. Orientation of the weave of the fabric may be parallel in either direction. One edge, of the surface, leading or trail ing edge will usually be a straight line or nearly so. Fabric is wrapped around this edge and cemented to the oppo site, curved edge, with a I-inch over lap cemented onto the first side. Hinge brackets may be covered, with no cut outs made until the shrinking process has begun. This will avoid excessively large slots being cut as the fabric moves around during tautening. Structural members, such as the di agonal braces used on Aeronca hori zontal stabilizers, are below the surface of the ribs but only a fraction of an inch beneath skin level, and if no protec tive covering is applied to these tubes the fabric will have a tendency to glue itself down at unwanted spots when the primer coat is applied. Chafe point tape, or even cellophane tape, applied to this structure before the cover is in stalled will preclude the problem.

Since we've progressed this far with the installation of the fabric, we may as well wrap up the wings before we discuss techniques of tautening and doping, even though you'll almost cer tainly proceed past this point with each component before moving to the next. Wings with a chord greater than S8 inches will require sewing in some fashion . If someone in the family is an expert on the old Singer, sewing three panels together with a double seam is no big deal. A person who isn't cur rent on such a machine and perhaps doesn't even have a multi-needle rating will want to exercise another option. An envelope cover with a pre-sewn tip shape involves only cementing the root rib and aileron bay. Chordwise sewn seams do not want to be positioned di rectly over a rib but should be carefully aligned parallel to the ribs. Aileron cutouts can often present a problem. Due to the concave structure in this bay the fabric will have a ten dency to pull loose from the contour and "bridge" in a straight line between the upper and lower surface as the shrinking occurs. This, of course, results in a bind ing aileron and can't be tolerated. Vari ous airframe manufacturers have tackled this problem in various ways. Cessna cut "teeth" in the aluminum on which the fabric is hooked. Stinson attached metal strips with P.K. screws over the fabric, and Ercoupe drilled a row of holes through which the fabric was stitched in place. If your airplane has a cambered bay, be sure you retain the contour in some way.

[Editor's Note, 2006: Over the years, more information has come to light regard ing the chemicals and other solvents used in both modem finishes and the older cel lulose-based finishes. MEK and acetone, in particular, can be traced to chronic heath problems for people exposed to them for extended periods. This isn't just added be cause the legal staffsays to do so; I've added it because you and I all know offriends or family members who have been made ill using these materials, and we should all be more cautious of them. Please do read the cautions and instructions for the covering system you choose, and use proper breath ing and skin protection.-HGFJ ..... (To be continued next month)

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VINTAGE AIRPLANE

The VAA annual fundraising campaign fuels VAA activities at AirVenture Oshkosh H .G.

FRAUTSCHY

For more than three decades, the vintage

structures. But how does all of this work get

airplanes and their enthusiasts have had their

funded . To be certain, almost all of the labor

own special area during the annual EAA con

involved is performed by our dedicated and

vention . Over the years it's been a picturesque

talented volunteers, but what about the cost of

scene of the finest restored airplanes seen in

supplies and hardware?

this country, a gathering place for aviation peo

That's where our Friends of the Red Barn

ple and their magnificent machines to share

come in - it provides all of us, who wish , the

knowledge and friendships . We 've been privi

opportunity to assist in the vital financial sup

leged to see many one-of-a-kind airplanes in

port of the Red Barn area of EM AirVenture. It

our area . Remember the Gee Bee R-1 replica

gives us the unique opportunity to be an es

built by Steve Wolf and Delmar Benjamin?

sential element of an event that has no peer in

How about the lineup of Howards and Cessna

the entire world, that being the world renowned

195s? We can 't forget the special Type Club

annual EM AirVenture Oshkosh gathering.

parking area, where we host many examples

We're most appreciative of the contribu

of a particular manufacturer's airplane. More

tions made by hundreds of VAAers who see

recently we 've been the Oshkosh home for the

the tangible benefits of supporting their fellow

inspiring National Air Tour, the thunderous Tri

VAA members in this manner. As a critical part

Motor reunion, and the American Barnstormers

of the VAA budget, the fund pays for such di

Tour. All of this is possible through the efforts

verse items as VAA awards presented during

of the nearly 500 VAA volunteers, the volunteer

the annual EAA aircraft awards program, spe

VAA board of directors, and the VAA staff.

cial recognition for our many volunteers, and

Their passion is what makes it a great place

expenses associated with our special displays,

to be throughout the week of AirVenture, and

forums, and educational areas such as the

why so many visitors and aviation enthusiasts

VAA Workshop tent and the Type Club tent.

come back year after year to work , relax, and en

Your annual contribution made in the first

joy aviation's premier event, EM AirVenture Osh

half of 2007 will directly benefit this year's con

kosh. It's a place to rekindle old friendships and

vention activities and programs. There are now

make new ones. A time to relax and enjoy avia

seven levels of gifts and recognition, including

tion , learn something new, and rub elbows with

a new Diamond Plus giving level, which entities

our fellow aviators. As you can imagine, it takes

you to all benefits plus your choice of a Ken Ko

some fairly substantial financial resources to underwrite such an event and the Vintage area

tik aviation art print. A portion of Ken's artwork

at EAA AirVenture is no exception.

kAviationArt.com. Please consider actively participating in the

For the past four years, the Vintage Aircraft

can be viewed on his website at www.KenKoti

Association has , by necessity, elected to un

2007 VAA Friends of the Red Barn campaign.

derwrite its EAA AirVenture activities with funds

You donation may be tax-deductible to the ex

other than members' dues. The proceeds from

tent allowed by law, and you can enhance your

this fund pay for all sorts of volunteer activities

participation if you work for a matching gift

and improvements to the VAA area. It serves

company. You can do so by copying and filling

as working capital for improvements such as

out the form included on these pages, filling

the new kitchen for the popular VAA Tall Pines

out and sending in the form included in the

Cafe , as well as for upkeep of many structures.

mailing that will arrive in your mailbox soon, or

There 's never a shortage of windows that need

by donating online at www,VintageAircraft.org/

caulking, doors that need to be replaced, and

programs/redbarn.html. If you desire more in

roofs that need to be repaired. Plus, every year

formation concerning the VAA's Friends of the

something new must be created to serve the

Red Barn campaign, feel free to give us a call

needs of the members and visitors, as well

at 920-426-6110 . We ' d be happy to speak

as replace some of our most aged or obsolete

with you!

JANUARY 2007

Many services are provided to vintage aircraft enthusiasts at EAA AirVenture Oshkosh. From parking airplanes to feed· ing people at the Tall Pines Cate and Red Bam, more than 400 volunteers do it all. Some may ask, "If volunteers are provid· ing the services, where is the expense?" Glad you asked. The scooters for the flightline crew need repair and batteries, and the Red Bam needs paint, new win· dowsills, updated wiring, and other sun· dry repairs, plus we love to care for our volunteers with special recognition caps and a pizza party. The list really could go on and on, but no matter how many expenses we can point out, the need remains constant. The Friends of the Red Bam fund helps pay for the VAA expenses at EAA AirVenture, and is a crucial part of the Vintage Aircraft Association budget. Please help the VAA and our 4OO·plus dedicated volunteers make this an un· forgettable experience for our many EAA AirVenture guests. We've made it even more fun to give this year, with more giv· ing levels to fit each person's budget, and more interesting activities for donors to be a part of. Your contribution now really does make a difference. There are seven levels of gifts and gift recognition. Thank you for whatever you can do. Here are some of the many activi· ties the Friends of the Red Barn fund underwrites: • Red Bam Information Desk Supplies .Participant Plaques and Supplies •Toni's Red Carpet Express Repairs and Radios • Caps for VAA Volunteers • Pizza Party for VAA Volunteers • Flightline Parking Scooters and Sup plies • Breakfast for Past Grand Champions •Volunteer Booth Administrative Sup plies • Membership Booth Administrative Sup plies

.Signs Throughout the Vintage Area

• Red Bam and Other Buildings' Main tenance •Tall Pines Cafe Construction

.And More!

Dilamond Plus $1250 Ken Kotik Aviation Art Print

2Tickets

2lickets

1Person/FuM Wk

2People/fuM Wk

2People/Full Wk

* * * * * *

Two TICkets to VAA Picnic Tri Motor Certificate Breakfast at Tall Pines Cafe Special FORB Cap Two Passes to VAA Volunteer Party Special FORB Badge Access to Volunteeer Center Donor Appreciation Certificate Name Usted: Vintage Airplane Magaizne, Website and Sign at Red Bam

* *

Full Week

Close Anto Parking

* *

* * * * *

VAA Friends of the Red Barn Name____________________________________________________________ EAA# VAA# Address___________________________________________________________________________________ City/State/Zip_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Phone_________________________________________E-Mail______________________________________ Please choose your level of participation: __ Diamond Plus $1,250.00 __ Silver Level Gift - $250.00 __ Diamond Level Gift - $1,000.00 Bronze Level Gift - $100.00 __ Platinum Level Gift - $750.00 __ Loyal Supporter Gift - ($99.00 or under) __ Your Support $__ _ Gold Level Gift - $500.00 Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) o Please Charge my credit card (below) Mail your contribution to:

Credit Card Number _________________________ Expiration Date _ __ Signature_________________________________

EAA, VINTAGE AIRCRAFT ASSOC. PO Box 3086 OSHKOSH, WI 54903-3086

*00 you or your spouse work for a matching gift company? If so, this gift ma y qualify for '-------------------------------'

a matching donation. Please ask your Human Resources department for th e appropriate form.

NameofCompany _____________________________________________________

The Vintage Aircraft Association is a non-profit educationa l organization IInder IRS SOIc3 rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is limited to the amollnt by which any money (and the vallie of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contriblltion. An appropriate receipt acknowledging YOllr Sift will be sent to YOli for IRS gift reporting reasons. VINTAGE AIRPLANE

<ell\>

~ eart!~~ition

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2007 FORD EDGE Nothing about your life is ordinary. In your world, window shop ping is a treasure hunt and remodeling is a hands-on opportunity. Weekends are not wasted lying around. They're to be filled gathering friends and finding new spots to dine. You've got a long list of sports to try and new activities to explore. You're all about bold moves-and looking to make another.

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Get your personal identification number (PIN) and learn about the great value of Partner Recognition/X-Plan pricing from the EM website (www.eaa.org) by clicking on the EAAlFord Program logo. You must be an EM Member for at least one year to be eligible.This offer is availableto residents of the United States and Canada.

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JAGUAR

An airmail beacon lights the way to

Whatever happened to the kid on the bicycle outside the fence at the lo cal airport? Here is the story of one of those kids! This "kid" grew up in the New Ha ven, Connecticut, area, back in the '30s. I lived with my parents on a third-floor flatm a suburb of New Haven, the West ville section. Looking out the kitchen window to the north-northwest, we could see a beacon light. It flashed red and Whit-e as it sat on top of a ridge known as West Rock. This beacon was part of the airmail route between New York City and Jiartford, Connecticut. The conqete $lab for that tower is still there, bUt the tower is long gone. It is nearlY above the tunnel on the present day Wilbur Cross Parkway. Because of that airmail route, and also because then: was a municipal air port in New Haven (east of the city) and another old gras, airpOrt in Beth any, Connecticut, aiqililne traffic was over our house just abOut all the time. I saw every airplane conceivable at the time, including World War II bomb ers, transports, and fighters that were being ferried tmvam Boston and over seas. As soon as I heard an airplane engine, my eyes would look skyward, and because of my wood and paper model-airplane building, I could iden tify most every one. After going through the local grade and junior high schools, I graduated from Hillhouse High School, right next

CASSAGNERES

to the campus of Yale University, and have since spent much of my working life as either a Yale employee or consul tant in engineering. During WWII and mostly toward the end of the war, I became a success ful bicycle racer, mainly long-distance road racing (Tour de France type of rac ing). I also did a fair amount of actual track racing and working at the pro fessional six-day bicycle races in New York City. My parents never owned a car, or even a license to drive one, so my sole mode of transportation was, not surprisingly, the bicycle. To see and take pictures of rea l air planes, on weekends I would cycle up to Bethany Airport, a trip of about 8 miles. After school I'd sometimes pedal out to the New Haven Municipal Airport, known today as Tweed-New Haven Air port (named after John "Jack" Tweed, former manager). When World War II ended in 1945, it took me just a few minutes to ride my trusty Columbia "tank" bicycle (this was before I learned about bicycle rac ing on bikes with "skinny" tires) out to the New Haven airport to ask for a job, doing II anything," just to be around real airplanes. Af ter the Air Corps pulled out, and the field was open for civilian use, the first operator (FBO) was Walt Reyn

olds, who also operated as a satellite facility, so at both places, mainly It was a happy day me as a "lineboy" at New .&<.y .....~ rate of 60 cents an hour. I could in money (if I had a hot date on weekend) or flying time toward a license-dual in the J-3s. The tailed regular sweeping out of the gar (which today has been rebuilt the main passenger terminal), working in the shop, and helping the mech~IIlk:s' dope, rib stitch, or do whatever on needing repair, rebuild, or relicensing ;;~i for their yearly inspection. My main job was to take care fli ghtline. I loved every minute of it, all of it, even any dirty work involved. Just to be near airplanes and to be able to touch them was pay enough for me. This was before I either learned or no ticed there was another type of human being known to most people as "girlS." Although these "girls" did work their way into my social life, airplanes never ceased to be a strong competitor for my individual attention. Need I say more on that subject? I think not. Anyway, part of the training was learning how to be care ful with handling airplanes when moving them

1946 Piper 1-3-65, NC92051, owned by Usher Aviation at New Haven, in which Ev took his dual instruction.

Henry DuPont's private Beech Staggerwing NC1030, an airplane Ev took care of often when Mr. DuPont would visit the local area, where he owned a summer home. around. Ninety percent of them were of the tail wheel type. Well, sir, how could a young buck like me be that close to these wonderful flying machines and not want to learn to fly them? Was that a secret desire or what? So, to make a somewhat long story short, my line training and learning to fly worked side-by-side or hand-in hand, you might say. Engines had to run for an airplane to fly, which meant they had to be started somehow, right? Most of the smaller training type of airplanes of the time, Cubs, Aeroncas, T-Crafts, and the like, did not have starters. They had to be hand-propped to get them going. So, part of my line training to be more use ful and productive in my job was to learn how to do just that anytime one of the Cubs or a transient came in for fuel and other services. I also had to take care of those regu lar duties, such as fueling, putting in oil, and washing the windshield, which we always did in those days. I loved it. I still relish the opportunity to prop an airplane, any airplane, any engine, and even the larger radials. It's great fun, sat isfying, healthy from the standpoint of exercise (not healthy if one is careless), 14

JANUARY 2007

and productive, proving self-worth, and it's good for one's self-esteem. I recall many a time when a T-6, Twin Beech D-18, Staggerwing BT-13, C 45, Gullwing Stinson, etc., might come in with a dead battery, especially in the winter months, and need a start to get the pilot home. I would just "have" to hand-prop it, and honestly, I loved it. Actually, the larger they are, the easier they are to get started, as any one in our antique community will at test to, or at least those of us who are a "bit" older. But, how did they teach us to do hand propping? With lots of respect for what was to be accomplished, and what could happen if we became cocky or careless, particularly if we had a devil-may-care type of attitude. The commands were simple and should be precisely the same today when starting up one of these wonderful old birds. Commands such as "Switch off," "Off and open," "Throttle closed," "Throttle cracked," "Brakes," and the final word, "CONTACT." Without question, a defi nite rapport between the "propper" and the pilot/aviator needed to be estab lished. Nothing sloppy here, my friend . And the guy on the propeller end

should never, I mean never, trust any pilot. Always treat the engine as if it's magnetos were "HOT." Because they re ally could be HOT! I have stood on the sidelines at Oshkosh many times and observed high time professional pilots sitting in some gorgeous antique and using terms such as "Okay," "I'm all set," or "Go ahead" (go ahead and what?). And I've seen the guy on the prop end using almost the same language. It made me sick. It's a wonder there have not been serious or fa tal casualties wherever these guys go. Working as a lineboy also gave one a chance to observe real aviators. I was very, very fortuna te to get to know the instructors and the guys doing charter, etc., personally, and the way they con ducted themselves. I even walked like them the next day at schoo l because "that's the way real aviators walk." Taking dual in t h e J-3s, I had three ex-military fighter pilots as my instruc tors: Bill Williams, a P-47 pilot; Wayne Tarbox, P-47 pilot and a real character; and Art Schiebel, who I think flew the Curtiss P-40. Great men who were pleas ant but demanded perfection and who still kept the fun factor in the syllabus. I have to admit here that many times after a grueling dual ride I would get out of the airplane and walk toward the flight office, thoroughly discouraged, feeling that maybe I was just not cut out for that kind of stuff. "I should stay on the bicycle," I'd think . But after a

The author is shown here in Piper J-3-65, NC92441 (the airplane is now registered to Ron Smith of Ripon, Califor nia) sometime after his solo when he had enough flight time to move into the front seat, which he said was like sitting on the engine the first time he tried this. One really learned how to taxi with the stick full back in one's lap.

few days, my enthusiasm would be re charged, and I was again ready for more of the same challenges. There were lots of other flying stu dents there at the time, many of whom were on the GI Bill, veterans of the war. Most of them learned pretty fast and soloed in eight hours. I was the slow one, having soloed in eight hours and five minutes (off Runway 32 in J-3 NC88274). Also on the line then were J-3 NC920S1, NC91970, NC70779 , NC42672, NC92441, and NC6933H. I now wonder as I write this story if anyone out there knows of the where-

wheel-type airplane on the flightline. When students walk in off the street to sign up for flying lessons, that's what you put them in for no less than 10 hours of dual. Forget the radio stuff for those 10 hours; just teach them to fly the airplane, under all kinds of condi tions, especially wind conditions. Once they have mastered proper techniques in that area, then get them started into radio and navigation requirements. And when I say navigation, I don't mean go ing right into GPS or even VOR, but us ing a sectional chart, the compass, and

a red line for the coarse and learning to do wind vectors and all the rest. After having flown professionally, with all the electronic toys, I still fly cross-country in my trusty Cessna 170B the old way and love every minute of it. I may get a bit off the "exact" course once in a while, but I get there. And I am always looking out the window, watching for traffic and keeping my fin ger on the chart, showing where I am at the moment or pretty close to it. It's a lot of fun, challenging, simple, and re warding-and hey, I do enjoy soaking up the beautiful scenery. Who needs GPS on the East Coast if one is going south? Just keep the ocean on the left and the land mass on the right; you can't miss. Just the opposite on the West Coast (they tell me). Anyway, sorry I got a bit sidetracked from the gist of the title of this story, but I could not resist getting into some of the ways many of us old-timers got started into this business, the fun we have had, and the love of it all, which most of us I am sure have never lost. "Boy," have we stayed in "line" ever since! ~

r--------------------------------

abouts of any of the Cubs mentioned. Have any of them survived? [Editor's Note: NC88274 is currently registered to the North American Flying Club of Colum bus, Ohio. Two others on that list are also still registered.-HGF]

As most of us old-timers know, all of the airplanes we flew in those days had "conventional" landing gear, which means they had two main wheels up front, with a little tail wheel in back. That's all we ever flew, until the Er coupe and Piper Tri-Pacer came on to the scene, which seemed like cheat ing when it came to landing the darn things. I still get rather bored when I have to fly a nosewheel light airplane. There's no challenge to it; it's as though the aeronautical engineer is actually landing the ship. But all of that was excellent training for us, as we went on up the ladder to earn other rating to get us into the pro fessional category, flying sophisticated and high-speed airplanes. I still say after all these years that every flight school should have a tail-

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t's always a special treat to see one of the aircraft from the golden age in flying condition, especially when there is less than a handful of that particu lar make and model registered today. So when Vintage Aircraft Associa tion member Bob McCorkle arrived at EAA AirVenture Oshkosh 2006 for the very first time in his much-loved 1935 Kinner Sportster B, an intrigued crowd had gathered before he even had the aircraft tied down. McCorkle patiently answered questions as the midday sun blazed overhead, explaining, "there are two of these flying, and the model B-2 is called the Sportwing-it looks like this Sportster, except its wingspan is shorter and it has really sexy wheel pants. To my knowledge, there's one legitimate Sportwing in Oklahoma, and I think that's flying."

Beguiling Model B Owning and flying a rare airplane can be an interesting and pleasurable experience, and that notion lured McCorkle into buying the Sportster as a project in 1982. He was a he licopter pilot in the Marine Corps then and knew he wanted to fly rec reationally afterward. Flying " low and slow was something I really en joyed," reflects McCorkle, elaborat ing that, "} knew I'd never have the money to fly the kind of performance aircraft that I flew in the military, so I wanted to fly something that was different, that would give me a spe cial feeling about aviation." McCorkle purchased the Sportster B project from a gentleman who was a B-24 pilot during World War II, and recalls that" all the parts and pieces were there, including the windscreen and instruments. It basically needed recovering and an engine overhaul." Unbeknownst to him at the time, though, it would turn into a rather long-term project-about 22 years' worth-before it was airworthy again and ready to make its public debut. In hindsight, he says, he was "really in over my head. Back then, I was liv ing in Anaheim, California. I met a fellow there who was building a Mar-

quart Charger, and some friends of his were restoring a Stinson Reliant. Those guys were all master crafts men, so I became their chief gopher. In turn, they helped me get on track with the Sportster and hooked me up with Ed Marquart at Flabob Airport."

Bit 0' History Since "Bert" Kin ner is likely known best for his Kinner engines, let's take a brief look back in history to learn a bit more about his active interest in designing and man ufacturing aircraft. He built several air planes in the 1920s, Bob McCorkle of Danbury, Connecticut, with his 1935 including the Kinner Sportster B. Airster biplane and monoplane. By the late 1920s, according to aviation his the sportsman market, with the addi torian Joseph Juptner in his U.S. Civil tion of its new Sportster B (and B-1, Aircraft series, Kinner bought a Bolte which had a slightly higher baggage Sportplane, for which he proceeded allowance), which received ATC 516 to design folding wings-it was this in September 1933. Powered by the modified low-wing, open-cockpit air 125-hp Kinner B5, it measured 24 feet plane that inspired Kinner to focus 2 inches from nose to tail, stood 7 feet on the development of the Sportster. tall, and had a wingspan of 39 feet. Max Harlow took Kinner's concept to It carried 35 gallons of fuel, burned the drawing board and refined it, and around 7 gph, cruised just under 100 the folding-wing Sportster K emerged. mph with a 440-mile range, and had It received approved type certificate a gentle landing speed of 40 mph. In (ATC) 490 in August 1932 and was terestingly, the Type Certificate Data marketed to the sportsman pilot. It Sheet notes that" all eligible aircraft was a two-place, open-cockpit, low must be equipped with 3-lb. lead bal wing airplane powered by the 100-hp ance weight in leading edge of each Kinner K5. Its predictable flying char aileron." Required Class I equipment acteristics soon landed it in the world included a battery, Heywood starter, of pilot training, around three dozen 19x19-3 wheels and tires with brakes, were manufactured and six are on the an 8-inch streamline tail wheel, and FAA registry today. a wood propeller. It had primary in Even though the Great Depression strumentation for recreational flying was casting a dismal shadow on the or basic pilot training: altimeter, air nation, the Kinner Airplane and Mo speed indicator, compass, tachom tor Corporation Ltd. of Glendale, Cal eter, oil pressure and temperature ifornia, was still vying for its share of gauges, and a fuel gauge. Optional VINTAGE AIRPLANE

Class III equipment included an ad

justable metal propeller, a removable

coupe-top, a 24-gallon fuel tank (re

placing the standard 3S-gallon tank),

a heater, radio, and skis. Nine Sportster B models were built, and only two model B-1s; of those, three Bs and one B-1 are registered today. The Kinner lineage continued into the 1930s with various models, including the Playboy R-1, a one-off, low-wing design, complemented by wheel pants and a 160-hp Kinner RS

""""'=;;;;;;;;;=

~~~~~~Jl

engine. Then the Sportwing B-2 ap- '[ • peared, having earned ATC S22 in Oe- _ _ _ - - -39.0 '-cember 1933. The Sportwing, like the Sportster, was powered by the 12S-hp Kinner BS, but it had a wingspan of only 34 feet S inches and was more streamlined with the addition of a blister cowl and wheelpants. Eight B2s were built, and only one is on the f-o-~~~~-- 24·- 2."- - ----1 registry today. Next came a racy-look ing four-place cabin low-wing-the "Envoy" C-7, powered by a 300-hp III Kinner C7-four civilian models were built, and several were also sold to the United States Navy. Then came the Playboy R-S, with a 160-hp Kinner en gine-it, too, was a cabin low-wing, and at least eight of these were built; one is listed on the registry today. In 1936, the Sportwing B-2R, with its 160-hp Kinner RS, was introduced. - Bob McCorkle 4 ..

wanted to fly something that was different, that would ,ive me a special f eeI -Ing __ _"

JANUARY 2007

Only three B-2Rs were built; however,

four were built as the Timm 160 after

Kinner went bankrupt in 1937 and

Timm Aircraft Company acquired its

manufacturing rights. The design influ ence of the strut-braced, low-wing Kin ner form, with its distinctive tall tail and clean lines, can be traced at least as far forward as the 1940s Call-Air.

Helping Hands Back in 1982, after McCorkle pur chased NC14288, he moved it to a hangar at Flabob to commence work on it. But soon thereafter, he relocated to Seattle, Washington-which was still close enough to occasionally make the pilgrimage south to work on the airplane, but not frequently enough to make measurable progress. A few years later, he made a career-induced move-this time, all the way across the country-and settled in Connecticut. All the while the Sportster remained at Flabob, languishing by default be tween periods of sporadic restoration work. The geographic distance factor, combined with a limited budget pro longed the project, although he did re ceive significant help from kind and

tern which I normally use-and it was over 100 degrees when I painted the blue stripes, and that was tricky." This seemingly endless restoration project eventually culminated when the Sportster B was finally declared airworthy late in the summer of 2004, thanks to numerous pairs of helping hands which were guided by experi ence and expertise, and energized by a singular desire to see a golden age survivor return to its home aloft.

Sportster Construction

The simple, cozy cockpit of the Sportster B.

Abaggage compartment inside each wing stub below the wing walk holds 40 pounds. generous individuals who were in the airplane restoration business. Most no table among these were Marquart, jan Johnson, and Ray Stits. liEd Marquart's technical expertise is unsurpassed ," elaborates McCorkle, "and without his craftsmanship none of the hard things would have gotten done. jan johnson took over the project when my career forced me to move out of the area; her fabric and paintwork speaks for itself. And many years ago, when money was tight, Ray Stits do nated most of the fabric and paint used in this project. There were many more people who also contributed at various times; the Sportster would never have been completed without the help of all

the individuals involved." Pilot Johnson, of California, who first learned about fabric covering at an AirVenture workshop, built her own Woody Pusher in the late 1980s and was glad to lend a helping hand on the Sportster B. She did some work on the wings, as well as fabric installa tion, rib stitching, and painting. She was willingly devoted to the project, yet found that "it was very tediOUS, putting on the tapes over each one of those wooden stringers; you've got to really place those things carefully to get them straight-that was a lot of work. When it came time to paint, I used a compressed air system instead of the high-volume, low-pressure sys

NC14288 was manufactured in early 1935 with an empty weight of 1,226 pounds, a gross weight of 1,875 pounds, and a baggage capacity of 80 pounds, which was adequate for the student or recreational pilot. The baggage compart ments, which are neatly concealed in side the wing stubs below the wing walk on each wing, can each accommodate 40 pounds. After stowing their belong ings, pilot and passenger could grasp a convenient handhold on the fuselage, hop up on the left and right wing walk, and swing open their respective cock pit doors. Settling down inside the cozy cockpit on the side-by-side bench seat, they had just enough forward visibil ity to peer through the windscreen and see the Kinner's cylinders projecting from the cowling. Just underneath that bench seat, on the lower side of the fu selage, is a fairly large removable panel, which provides handy access to the in terior of the fuselage. The fabric-covered Sportster B fea tured dual control sticks and rudder ped als, mechanical heel brakes (pilot's side only), and an effective dual trim tab sys tem for the elevators. The steel tube fu selage was faired to shape with wooden stringers and formers, and its integral wing stubs housed attachment points for its tripod gear, as well as the wings. The strut-braced low wings were con structed of wooden spars and truss-type ribs, while the tail group was steel tub ing with external double wire bracing. Oleo shock absorbers and a wide wheel tread facilitated smooth landings.

Kinner Power The Sportster B is powered by a 125-hp, five-cylinder Kinner B5 raVINTAGE AIRPLANE

Note the landing gear attachment points on the wing stub, and the inspection access panel (open in this photo) on the lower side of the fuselage.

Close-up view of the Sportster's wood ribs and spars.

dial, of which McCorkle is especially proud . "This airplane came with a B5 on it back in 1935, and it probably had the front exhaust with a collector ring," he explains with a smile, "but the front exha u st heads had some problems with cracking, so we went to rear exhaust heads on this engine. Hugo Bartel of Pennsylvan ia rebuilt it, so it 's brand new, and the bright work on it is really nice."

Handling Characteristics

The Sportster's slender, tall tail is en hanced by graceful curves. The tail group is double-wire braced, and the elevators have a dual trim tab system. 20

JANUARY 2007

Pilot Jan Johnson of San Gabriel, Cali fornia, enjoyed helping restore the Sportster at Flabob Airport.

McCorkle is unabashedly enthusi astic about his Sportster B and enjoys being able to share it with fellow avi ation enthusiasts across the country. "It's a great airplane, and it has great lines, " he proclaims, adding, "it's sur prisingly firm and responsive with its cable-operated controls. I attribute that to the weighted ailerons and rea-

GILLES AUUARD

sonably large rudder working a 24 foot moment arm. I haven't flown any acrobatics since I was flying T-28s at Pensacola, so I have not had any desire to push this airplane in that way. About the most aggressive I've gotten with her is to do some lazy eights and wingovers, and in those maneuvers she gives you every indi cation that she would stand on her ear if asked. They talk about her be ing pretty docile to land, and she is on grass, but on pavement she was a handful with a fully castering tail wheel. It didn't lock, and you can't taxi this airplane with rudder." That fully swiveling tail wheel, com bined with a stiff cross-wind landing, created the opportunity for some ad ditional work on the Sportster's wings and landing gear, according to Mc Corkle, who says, "The craftsmanship and fabric work by Gary and Michael Hartie of Aircraft Management Services in New Cumberland, Pennsylvania, nicely complements the work that was previously performed by Ed and Jan in California . We decided to make the tail wheel controllable, and it's a much more reasonable airplane on pavement now. Before, I did wheel landings, and now I'll do three-point landings." For his initial checkout in the Sport ster a couple of years ago, McCorkle turned to Ron Caraway, a seasoned pilot and flight instructor who lives

in Apple Valley, California. It didn't take long for them to discover that the Sportster needed some landing gear adjustments. "There was toe-in on the landing gear, which made it very un stable," recalls McCorkle, elaborating, "so Ron and a friend of his, Jim Chap man, helped fix that, which enabled me to fly it across the country."

Across the Country It was July 2004 when McCorkle and NC14288 set out upon their first long cross-country-which took him all the way from California to Con necticut. A friend accompanied him as far as EI Paso, Texas, and McCorkle has a 30-page log of the entire ad venture, which was a satisfying mile stone for him. "Coming across the Mojave, we rode a thermal to 5,500 feet; my original plan was to go to Grand Junction," he explains, "but I needed to get to 8,500 feet to do it, and I couldn't hold that thermal. So along about Phoenix, I was looking at the foothills of the Rockies on the right, and we picked our way through the Rockies down to EI Paso. I flew solo from there all the way home." He logged about 36 hours of flight time on that trip, with 18 stops along the way. It was, as h e says, a "pretty uneventful flight," and those are good ones to have. He was weath ered in only one day, and flew two

or three legs per day. Those legs aver aged about two and a half hours, but no more than three. In 2006, he and the Sportster B flew at least two special cross-coun tries-in July, to AirVenture in Wis consin for the first time, and then in September, to the Antique Airplane Association's annual invitational fly in in Blakesburg, Iowa. McCorkle says he "was surprised at how few airplanes from the golden age were at Oshkosh, but now, having made the trip myself, I kind of understand at least one reason why that might be-I'm going to spend a week try ing to clean her up after this flight." But perhaps those cleanup and main tenance chores will be outweighed for McCorkle by the joy of grassroots fly ing across our scenic country, all the while listening to the unique percus sion of that Kinner radial and feeling the fresh air swirling through the open cockpit. And if that isn't enough to en tice him to keep flying to national and regional fly-ins, there's also the invigo rating warmth of the inner glow that comes from taxiing up to a tie-down area and watching the smiles light up the faces of those who've never before seen a Kinner Sportster B in the flesh, as their lips form that by-now famil iar question, "What kind of airplane is it?" McCorkle will have a cheerful an swer for them. ....... VINTAGE AIRPLANE

The First Clipwing

Tayl

craft

A few weeks ago we sat down with EAA's founder and chairman of the board, Paul Poberezny, to chat about a fun little airplane he created out of a 1940 Taylor craft. Paul was looking for something that he could use on a regular basis, and a pre viously clipped lightplane served as an in spiration to Paul to create his own little speedster. Here's our interview with Paul. -HGF 22

JANUARY 2007

HGF: How did Little Poop deck come to be? PHP: It was a 1940 40-hp airplane that hadn't been damaged or any thing. r just bought it whole, less engine, and decided that I'd like a faster cross-country air plane. I was stationed at Yolk Field (it was called Camp Douglas at that time); I had a BT-13 and an Army National Guard L-17. r thought it would be kind of nice to fly back and forth at a roaring speed of about

13S mph. About that same time, I had an opportu nity to fly Duane Cole's Clipwing Cub Little Bit, and I think that would be about the same time-' 48 or so at Hales Corners air port. That inspired me because it was a little snappier than dragging a lot more wing along. So I took the project and started on that one. r took the wings com pletely apart. r used the extra wing ribs from the

wings that I clipped down to 26 feet (I took out a total of 10 feet), doubled all the wing ribs on the wings for extra load and so forth, and I put a Continental engine in it with the Ex-Cell-O fuel-injection system so I could operate it upside down. It was an 8S-horse engine. I designed a different cowling, and I used a nosebowl from something that I don't recall offhand. I brought the wings in at the wing root, like a Fairchild 24, and built a windshield that sloped back-it was a two-piece wind足 shield-sloped to the front spar area. I converted it to a control stick on the left side-just a single seat

on the left side of the airplane. HGF: What about the fuel system? PHP: I put a Luscombe tank behind me. And then I got a 2-gallon tank out of an Aeronca Defender; that was on my right side, on the floor. Then when I was inverted, the little 2-gallon tank gravity fed the fuel system. When it was

right side up, the Luscombe tank fed, and when )Iou really look at it, with all the plumbing and all that stuff, it looked like a moon足 shine still-maker thing. I built a wooden dash for it, and since it was a single-place airplane, the instruments were mostly on my side. I clipped the ailerons down to the first hinge point, which was a VINTAGE AIRPLANE

mistake because I could have used a lot more aileron on it. You no tice the rudder is changed a bit. It seems a little bit bigger rudder, es pecially at the lower end, would have helped. I could do a barrel roll real easy going along. Just bring the nose up and push full rudder, and she'd just roll right around . I had used some heavier tubing for the wing struts. The vee-struts were welded to one piece into the single point. HGF: Did you change the horizontal tail at all? PHP: No. The horizontal tail was trimmed 11 inches. I built a move able a trim tab. You can see it was kind of squared off. The rudder was more squared-off at the bot tom. For the landing gear, I used a Cub gear fron t stru t and axle, and welded in a streamline tubing aft brace. HGF: Short stack exhaust, too. PHP: Oh yeah! I had short stacks on

it. I often had to wipe off the cowl. At one time I had wheel pants on it. I flew it even when I was on ac tive duty. I flew it a couple times at Volk Field, and back and forth. I flew it regularly to Truax Field in Madi son when I was attached to the 1761h 24

JANUARY 2007

fighter squadron, a P-51 outfit. HGF: So you got that 125-mph cruise back and forth. PHP: At least. But the airplane prob ably flew 100 hours. About 75 to 100 by myself. I flew at some avi ation events over in Michigan. Once I flew Little A lIdrey to De troit, and Bob Nolinski flew Lit tle Poopdeck, the name of my new clipwing, there and back. It got off, climbed good. Marion Cole flew it. Duane Cole flew the air plane. But it lacked extra aileron; it would have balanced out just real nice with a bit more force. It flew good inverted and upright. I never had any problem with it. When I went to Korea in the fall of '51, I put it in storage at Cur tiss-Wright Airport. After I returned, I flew it for a while; then I sold it in 1953 to a flying club in Sturtevant, Wiscon sin. They flew it for quite a while as a club airplane. It's probably one of the first experimental am ateur-built clipwing that a flying club owned. As I understand it, it got dam aged around '54 or '55. It came back to Waukesha for repairs, and from what I understand (I didn't know it was there), they

were working on the fuselage, and it caught fire and that was the end of it, other than the wings. I don't know what ever happened to the wings. The clipwing monoplane photos dis played on the walls of Paul's offices show a sporty little experimental light plane, with pLenty ofpersonality. Paul noted that the airpLane couLd have used more roll authority to match its zippy performance. When you bring the ailerons in closer to the fuselage, their moment arm is decreased, ne cessitating an increase in area when compared to the new wing area. In reality, so much of the airframe was changed during Little Poopdeck's construction that it was a pretty sim ple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri, a founding member of EAA (EAA 18). Tony saw that well more than 50 percent of the structure and systems were redesigned, built, and documented by Paul, and he agreed that it was proper that it be certificated in the Experimental Ama teur-BlIilt category. Oh, and the name? Paul says that all sorts offolks had a tough time pro nouncing his name during World War II, and Poopdeck seemed to stick, so that's what he named his nifty little single-seat speedster. .......

Mike Steele Walnut Cove, NC 27052

• Retired from Piedmont/USAirways • Owns and operates FBO, specializ ing in aircraft repair/restoration • Previous proiect, a PA-22, was

Reserve Grand Champion at Oshkoskh 2002

" I have enjoyed the friendly service and very competitive rates at AUA. They can't be beat."

- Mike Steele

AUA is Vintage Aircraft Association approved. To become a member of VAA call 8oo·843·36J2.

AUA's Exclusive EAA Vintage Aircrah Association Insurance Program Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages "OJ=9(I1IPQllent pads

This information is listed on our website, www.vintageaircraft.org, throughout the year. Anytime you have changes related to your listing, drop an e-mailed note detailing the changes (using the format you see on these pages) to vintageaircraft@eaa.org. Or you can send your note to: Editor, Vintage Airplane; Vintage Aircraft Association; P.O. Box 3086; Oshkosh, WI 54903-3086. Aeronca Aviators Club

Bird Airplane Club

Cessna 150/152 Club

Robert Szego P.O. Box 66 Coxsackie, NY 12051 518路731-3131 Email: robert@aeronca.org Website: www.aeronca.org Dues: US - $29/ yr, $55/ 2-yrs; Canada/ Foreign - $37 / yr, $55/ 2 yrs Publication : Quarterly, Aeronca Aviator

Jeannie Hill P.O. Box 328 Harvard, IL 60033-0328 Phone: 815-943-7205 Dues: Postage Donation

Lori Colunga , Membership Coordinator P.O . Box 1917 Atascadero, CA 93423 805-461-1958 Fax: 805-461-1035 Email: membership@cessna150-152.com Website: http://www.cessna150-152.com Dues: $35/ yr internet only or $45/ yr postal subscription Publication: Bi-monthly

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr. Goleta, CA 93117 805-968-1274 Email: poobahster@gmail.com Website: http://aeronca. westmont.edu Dues: Donations accepted for server maintenance Publication: email list http://mail.

westmont.edu/ mailman/ listinfo/ aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts, IL 60962 217 -395-2400 Email: nationalaeroncaassociation@

yahoo.com Website: www.aeroncapilots.com Dues: $25/yr. $35 Canada, $45 Foreign. Publication: Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St., Ste 250 New Orleans , LA 70130 504-619-2379 Email: cloydvanhook@imtt.com Website: www.beechaeroclub.org Dues: $50/ yr. Publication: BAC Talk

Bellanca-Champion Club Robert Szego P.O. Box 100 Coxsackie, NY 12051 518-731-6800 Ema il: robert@bellanca-championclub.com Website: www.bellanca-championclub.com Dues: US $35/ 1-yr,$63/2-yrs; Foreign $41/ 1-yr, $68/ 2-yrs Publication: Quarterly, B-C Contact! 26

JANUARY 2007

American Bonanza Society Thomas P. Turner 1922 Midfield Rd. PO Box 12888 Wichita, KS 67277 316-945-1700 Fax: 316-945-1710 Email: absmail@bonanza.org Website: http://www.bonanza.org Dues: US $55/ yr. Publication: ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers, MI 49093 269-279-2540 Fax: 269-279-2540 Email : forward@twinbonanza.com Website: http://www.twinbonanza.com Dues: $35/yr US; $45/ yr foreign Publication : Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody, TX 76557 254-853-9067

Cessna International Bird Dog Association (L-19/0-1) Larry Flinn 9618 Jason Bend Helotes, TX 78023 210-695-1944 Fax: 210-695-1284 Email: C24712@aol.com Website: http://www.L-19Bowwow.com Dues: $30/ yr US; $35/ yr Canada ; $45/ yr Int'l Publication: Quarterly Magazine; Monthly Email Newsletter

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville, IL 60564 630-904-8416 Email: Aerocraft@aol.com Dues: No Dues. Membership is restricted to those that own, or would like to own, a Cessna Airmaster.

Cessna Owner Organization Randy Augustinak P.O . Box 5000 lola, WI 54945 715-445-4053 , ext 118; 888-MY颅 CESSNA Email: help@cessnaowner.org Website : http://www.cessnaowner.org Dues: $48/ yr., $89/ 2 yrs ., $119/ 3 yrs. Publication: Monthly

Cessna Pilots Association John Frank, Executive Director 3940 Mitchell Rd . Santa Maria, CA 93456 805-934-0493 Fax: 805-934-0547 Email: info@cessna.org Website: http://www.cessna.org Dues: $45 US, Canada, Mexico; $55 Int' I Publication : E-ATIS electron ic weekly/ CPA Magazine monthly

Eastern Cessna 190/195 Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted, OH 44070 440-777-4025 Email: ccrabs@aol.com Dues: $15 Publication: 4/ yr.

International Cessna 120/140 Association Ken & Lorraine Morris, President 2900 Howard 8t Poplar Grove, IL 61065 989-339-1009 Email : president@cessna120-140.org Website: www.cessna120-140.org Dues: $25/ yr. Publication: 7 issues per year, included in membership

International Cessna 170 Association , Inc. Jan Billeb , Executive Secretary 22 Vista View Ln. Cody, WY 82414 307-587-6397 Fax: 307-587-4297 Email : headquarters@cessna170.org Website: http://www.cessna170.org Dues: $45 USD/ yr or $130 USD/ 3 yrs Publication : Flypaper-monthly; The 170 News-quarterly

International Cessna 180/185 Club (ownership required ) Keith Peterman 40087 Mission Blvd . # 392 Fremont, CA 94539-3680 510-226-1364 Email: president@skywagons.org Website : www.skywagons.org Dues : $25/ yr. Website : Bi-monthly

International Cessna 195 Club Coyle Schwab 632 N. Tayler Rd . 8t. Charles , IL 60174 630-513-7002 Email: coyle.schwab@sbcglobal.net Website: www.cessna195.org Dues : $25 Publication: Online at website (members only). Non-members can access photos and " Hangar Talk" forum

West Coast Cessna 120/140 Club Randy Thompson 4375 Six B Rd Anderson , CA 96007 530-357-5440 Email: thompsonsair@northvalley. net Dues: $20/ yr. Publication: 6/ yr.

Ercoupe Owners Club Carolyn T. Carden P.O. Box 7117 Ocean Isle Beach , NC 28469 910-575-2758 Email: coupecaper@aol.com Website: www.ercoupe.org Dues : $30/ yr. US; $35 Foreign Publication: Monthly, Coupe Capers

Fairchild Club John W. Berendt, President 7645 Echo Point Road Cannon Falls, MN 55009 507-263-2414 Email: fchld@cvtel.net Website: http://www.fairchildclub.com Dues : $20/ yr. Publication: Quarterly

International Fleet Club Jim Catalano 8 Westl in Ln. Cornwall , NY 12518 845-534-3947 Email: jcatalano@hvc.rr.com Website: http://users.ntplx. netj-f1yboy/ Dues : Contributions Publication: Approximately 4/ yr.

Funk Aircraft Owners Association Thad Shelnutt 2836 California Av. Carmichael, CA 95808 916-971-3452 Email: pilotthad@aol.com Website : www.funkflyers.org Dues : $12/ yr. Publication : The Funk Flyer (monthly)

The American Yankee Association Stewart Wilson P.O. Box 1531 Cameron Park, CA 95682 530-676-4292 Email : sec@aya.org Website: http://www.aya.org Dues: $40/ yr. Publication: The American STAR-Bi-monthly

Canadian Harvard Aircraft Assoc. Ray Wh ittemore, President P.O. Box 175 Tillsonburg, ON N4G 3T9 CANADA 519-842-9922 Fax: 519-842-3292 Email: ray@spitcrazy.com Website: www.harvards.ca Dues: $50/ yr. Publication: Quarterly "The ROAR of the Harvard "

Hatz Biplane Association Lyman Hatz P.O. Box 10 Weyauwega, WI 54983 715-536-1069 Email: HatzLymanC@aol.com Website: http://www.weebeastie.com/ hatzcbl/ Dues: $20/ yr. Publication: Quarterly

Heath Parasol Club William Schlapman 6431 Paulson Road Winneconne , WI 54986 920-582-4454

Howard Club & Howard Aircraft Foundation Edward R. Moore P.O. Box 50 West Mystic, CT 06388 860-536-3002 Email : EBDGA15P@aol.com Website: http://members.aol.com/ HowardClub Dues: $30/ yr. Publication : Quarterly

Luscombe Association Steve Krog 1002 Heather Lane Hartford , WI 53027 262-966-7627 Fax: 262-966-9627 Email : sskrog@aol.com Website: www.luscombeassoc.org Dues: $25 USD - US & Canada, $30 Foreign Publication : Luscombe Association Newsletter 6/ yr

The Luscombe Endowment Inc. Doug Combs 2487 S. Gilbert Rd # 106, PMB 113 Gilbert, AZ 85296 480-650-0883 Fax: 480-988-1094 Email: mr.luscombe@luscombe.org Website: www.luscombe.org Dues: None Required , Donations Requested Publication : Combined written and online

Meyers Aircraft Owners Association Doug Eshelman 1563 Timber Ridge Dr. Brentwood, TN 37027 615-400-3382 Fax: 615-371-8231 Email: desh@comcast.net Dues: Postage Fund Donation Publication: newsletter 3-4 times yearly

Western Association of Mooney Mites (WAMM) Michael Harms P.O. Box 391641 Mountain View, CA 94039 510-739-2481 Email: michael.harms@ge.com Website: http://www.mooneymite.com Dues: None Publication: None

N3N Owners and Restorers Association H. Ronald Kempka 2380 Country Road #217 Cheyenne , WY 82009 307-638-2210 Email: wyn3n@aol.com Dues: $20/ yr. Publication : Quarterly VINTAGE AIRPLANE

American Navion Society Gary Rankin PMB 335 16420 SE McGi llivray # 103 Vancouver, WA 98683 Phone: May - Oct: 360-833-9921; Nov - April: 623-975-4052 Fax: May - Oct: 360-833-9921; Nov 足 April: 623-975-4062 Email: Flynavion@yahoo.com Website: www.navionsociety.org Dues: US $50/ yr.; Canada $54/yr.; Foreign $64/ yr. Publication: The Navioneer (Bi-monthly)

Navion Pilots Association John Hartman P.O. Box 6656 Ventura , CA 93006 805-320-3924 Fax: 805-672-2424 Email: jon@navionpilots.org Website: www.navionpilots.org Dues: $25/ yr. Publication: News via web

Navion Skies

Piper Aviation Museum Foundation Russell Nelson One Piper Way Lock Haven, PA 17745 570-748-8283 Fax: 570-893-8357 Emai l: piper@kcnet.org Website: www.pipermuseum.com Dues: $30 per year Publ ication: The Cub Reporter (Quarterly)

Piper Owner Society Randy Augustinak P.O. Box 5000 lola, WI 54945 888-692-3776 Fax: 715-445-4053 Email : help@piperowner.org Website: http://www.piperowner.org Dues: $48/yr., $89/2 yrs., $119/3 yrs. Publ ication: Monthly

Short Wing Piper Club, Inc Eleanor Mills P.O. Box 166 Halstead, KS 67056 316-835-3650 or 316-835-3307 Email: swpn@sbcglobal.net Website: http://www.shortwing.org Dues: $30/yr. US & Canada; $40 Foreign Publication : Short Wing Piper News - Bi足 monthly

Brodhead Pietenpol Association

Supercub.org

Doc Mosher P.O. Box 3501 Oshkosh , WI 54903 920-886-3575 Email: BPAN@tds.net Website: http://www.pietenpol.org Dues: $16/ yr. Publication: Quarterly

Steve & Dana Johnson P.O. Box 901465 Kansas City, MO 64190 816-741-1486 Email: sjdj@supercub.org Website: www.supercub.org Dues: Donations Publication: Online discussion forum

Cub Club Steve Krog 1002 Heather Lane Hartford, WI 53027 262-966-7627 Fax: 262-966-9627 Email: sskrog@aol.com Website : www.cubclub.org Dues: $30 USD - US/ Canada, $35 Foreign Publication : Cub Clues 6/yr.

Porterfield Airplane Club

Piper Apache Club

John R. Hodges 11298 Twin Spires Dr Flint, TX 75762 903-894-8993 Email: editor@ryanclub.org Website: www.ryanc/ub.org Dues: $15 electronic subscription, $20 print (U .S.); $25 print (International) Publication: Quarterly

JANUARY 2007

Lisa Sergent, Secretary/Treasurer 7100 Christy Creek Morehead, KY 40351 606-780-0196 Email: sec.treas@126association.org Website: www.126association.org Dues: $15/yr. Regular; $25/ yr. Sustaining; $300 life membersh ip Publication: Bi-monthly

Stearman Restorers Association

Raleigh Morrow P.O. Box 2678 Lodi, CA 95241 209-482-7754 Fax: 209-367-9390 Email: Navionl@inreach.com Website: http://www.navionskies.com Dues: $45/yr. Publication: Navion Skies/American Navioneer

John Lumley 6778 Skyline Drive Delray Beach , FL 33446 561-499-1115 Fax: 561-495-7311 Email : captainapache@aol.com Website: www.piperapacheclub.com Dues: $36/ yr

1-26 Association (Schweizer)

Chuck Lebrecht 91 Hickory Loop Ocala, FL 34472 352-687-4859 Dues: $5/yr. Publication : Quarterly

International Ryan Club

Jack Davis 7000 Merrill Ave. Box 90 Chino Airport Chino, CA 91710 626-792-0638 Email: davco@stearman.net Website: www.stearman.net Dues: $35/yr. US, $45 Overseas Publication: Stearman Flying Wire, Quarterly

International Stinson Club Anthony L. Wright 2264 Los Robles Road Meadow Vista , CA 95722 530-878-6996 Email: stinson2@juno.com Website: www.stinsonclub.org Dues: $30/yr. Publication : Monthly

National Stinson Club George Alleman 1229 Rising Hill Road West Placerville, CA 95667 530-622-4004 voice & fax Email: nscgeorge@internet49.com Dues: $20 US & Canada; $25 Foreign Publication : Stinson Plane Talk, 4/ yr.

Swift Museum Foundation, Inc.

(Swift Association)

Charlie Nelson

P.O . Box 644 Athens , TN 37303 Headquarters: 423-745-9547 Parts Department: 423-744-9696 Fax: 423-745-9869 Email toCharlie:swiftlychs@aol.com; Email secretary:swiftlypam@aol.com Website: www.swiftparts.com Dues: $35/ yr. Publication: Monthly

West Coast Swift Wing Gerry or Carol Hampton 3195 Bonanza Dr Cameron Park, CA 95682 530-676-7755 Fax: 530-676-7755 Email: av8rgnh@sbcglobal.net Dues: $15/yr. Mail or $5/yr email Publication: Monthly

Taylorcraft Foundation, Inc.

Western Waco Association

Forrest A. Barber, President 13820 Union Ave. NE Alliance, OH 44601 330-823-1168 Fax: 330-823-1138 Email: fbarber@alliancelink.com Website : www.taylorcraft.org Dues: $15/yr. Publication: Three times per year in 2007

Les Whittlesey 16 Oak Canyon Trl Coto De Caza, CA 92679 949-789-4555 E14 Fax : 949-789-4556 Email: Whittlesey4@cox.net Dues: USPS $20, Email $10 Publication: Quarterly

Taylorcraft Owners Club Bruce Bixler, President 12809 Green Bower Rd. NE Alliance, OH 44601 330-823-9748 Email: tocprez@yahoo.com Website: www.taylorcraft.org Dues: $15/ yr. Publication : 3/yr.

Virginia/Carolinas Taylorcraft Owner's Club (VCTOC) Tom Pittman 116 Winston PI Appomattox, VA 24522 434-352-5128 Email : vctoc6@juno.com Website: www.vctoc.org/ Dues: One time fee of $10 Publication : Occasional

Travel Air Restorer's Association (TARA) Jerry Impellezzeri 4925 Wilma Way SanJose,CA 95124 408-356-3407 Email : clear_prop2003@yahoo.com Website: www.travelair.org Dues: $15/calendar year Publication: Travel air Log, Quarterly

American Waco Club Phil Coulson 28415 Springbrook Dr. Lawton , MI 49065 269-624-6490 Email: rcoulson516@cs.com Website: www.americanwacoclub.com Dues: $35 US, $45 Foreign Publication : Bi-monthly

National Waco Club Andy Heins 50 La Belle St. Dayton , OH 45403 937-313-5931 Email: wacoaso@aol.com Website: www.nationalwacoclub .com Dues: $20/ yr. Publication : Waco Pilot, Bi-monthly

M U LTIP LEA IRe RAFT ORGANIZATIONS Florida Antique Biplane Association, Inc. Larry Robinson 10906 Denoeu Road Boynton Beach, FL 33437 561-732-3250 Email: BeyeView@aol.com Dues: $48/yr. Publication: Monthly, The Flying Wire

National Biplane Association Charles W. Harris P.O . Box 470350 Tulsa , OK 74147-0350 918-665-0755 Fax: 918-665-0039 Email: cwh@hvsu.com Website: www.nationalbiplaneassn.org; www.biplaneexpo.com Dues: $25 individual; $40 family; add $10 foreign Publication: Bi-Annual

North American Trainer Association (T6, T28, NA64, NA50, P51, B25) Kathy & Stoney Stonich 25801 NE Hinness Road Brush Prairie, WA 98606 360-256-0066 or 360-896-5398 Email: natrainer@aol.com Website: www.NorthAmericanTrainer.org Dues: $45 US & Canada; $55 Foreign Publication: Quarterly, " NATA Skylines "

American Aviation Historical Society Bruce Cunningham 2333 Otis Street Santa Ana , CA 92704 714-549-4818 Email: pres@aahs-online.org Website: www.aahs-online.org Dues: $39/yr. US Publication: Quarterly

Cross & Cockade Bob Sheldon , Secretary 14329 S. Calhoun Ave Burnham, IL 60633 708-862-1014 Dues: $15/ yr. Publication: Bi-monthly

Eastern Reg. U.S. Air RaCing Association Jack Dianiska, President 26726 Henry Road Bay Village, OH 44140 440-871-3781

International Flying Farmers Kathy Marsh P.O . Box 9124 Wichita , KS 67277-0124 316-943-4234 Fax: 800-266-5415 Email: Support@flyingfarmers.org Website : www.flyingfarmers.org Dues: $25/ yr. Publication: 6/ yr.

United Flying Octogenarians Herbert Sloane P.O. Box 11114 Montgomery, AL 36111-0114 334-832-2413 Email : pilotherb@yahoo.com Website: unitedflyingoctogenarians.org Dues: $12/ yr. Publication : UFO newsletter (bi-monthly)

Taildragger Club

International Deaf Pilots Association

Asa Dean 16216 N 34th Way Phoenix, AZ 85032-3119 602-622-8335 Email: asa@taildraggerclub.org Website: www.taildraggerclub.org/ tdc

Jeff Willoughby 13 Fox Valley Drive O'Fallon , MO 63366 Website: www.deafpilots.com Dues : $35/ yr, active pilots Publication: yes

WWI Aeroplanes, Inc.

Int'l Fellowship of Flying Rotarians

Leonard Opdycke 15 Crescent Road Poughkeepsie, NY 12601 845-473-3679 Website: www.wwlaeroplanesinc.org Dues: $42/ yr, $47 Foreign Publication: 2 Journals, each 4/ yr.

Tom Surowka , World Sec.jTreasurer 203A Rubens Drive Nokomis, FL 34275-4211 941-966-6636 Fax: 941-966-9141 Email: surowka@iffr.org Website: www.iffr.org VINTAGE AIRPLANE

OX-5 Aviation Pioneers

Society of Air Racing Historians Herman Schaub 168 Marion Lane Berea, OH 44017 440-234-2301 Website: www.airrace.com Dues: $20/yr US - $23 others Publication: Bi-monthly

index.html

Flora Balmer P.O. Box 7974 Pittsburgh, PA 15216 412-341-5650 Email: OX5Nationalhqs@hotmail.com Website: http://ox5pioneers.org Dues: $20/yr. Publication: OX-5 News Bimonthly

Dues: $29/yr US

Publication: "Liaison Spoken Here"

Seaplane Pilots Association

International Liaison Pilot &

Aircraft Assoc.(ILPA)

Bill Stratton

16518 Ledgestone

San Antonio, TX 78232

210-490-4572

Fax: 210-490-4572

Website: www.centercomp.com/ILPA/

International Wheelchair Aviators P.O. Box 2799 Big Bear City, CA 92314 909-585-9663 Fax: 909-585-7156 Email: iwaviators@aol.com Website: www.wheelchairaviators.org

Dr. James F. McManus 4315 Highland Park Blvd, Suite C Lakeland, FL 33813 863-701-7979 Fax: 863-701-7588 Email: spa@seaplanes.org Website: www.seaplanes.org Dues: $45/yr. Publication: Bi-monthly

Lake Amphibian Flyers Club Marc Rodstein 7188 Mandarin Dr. Boca Raton, FL 33433 561-483-6541 Fax: 561-892-3128 Email: contact@lakeflyers.com Website: www.lakeflyers.com Dues: $59, $69 overseas Publication: Newsletter "Lake Flyer"

National Air Racing Group Betty Sherman 1932 Mahan Avenue Richland, WA 99354 509-946-5690 Email: betty.sherman@verizon.net Dues: $15 for first member in household, $3 for each additional Publication: Professional Airracing (4-13 times per year)

National Association of Priest Pilots (NAPP)

Sentimental Journey to Cub Haven, Inc. Carmen Banfill P.O. Box J-3 Lock Haven, PA 17745-0496 570-893-4200 Fax: 570-893-4218 Email : j3cub@kcnet.org Website: www.sentimentaljourneyfly-in.com Dues: $12/single, $17/family per year Publication: Twice a year

Silver Wings Fraternity Barbara J. Evans, Publicity Chairperson 4307 Quail Run Rd. Danville, CA 94606-5850 925-736-1795 Fax: 925-736-1270 Email: obconsults@aol.com Website: www.silverwings.org Dues: Effective 01/01/2007 - $25/yr. Publication: Slipstream, Editor - Don Fairbanks cardinaI5@msn.com

Mel Hemann 127 Kaspend Place Cedar Falls, IA 50613-1683 319-266-3889 Website: www.priestpilots.org Dues: $20 Publication: " NAPP"

Ninety-Nines, Inc. Women Pilots Organization Elizabeth Lundin 4300 Amelia Earhart Ln. Oklahoma City, OK 73159 405-685-7969 Fax: 405-685-7985 Email: 99s@ninety-nines.org Website: www.ninety-nines.org Dues: $65/yr. Publication: Bi-monthly

Vintage Sailplane Association Linn Buell 1709 Baron Ct. Daytona Beach, FL 32128 Website: www.vintagesailplane.org Dues: $20/yr. Publication: Quarterly

Waco Historical Society, Inc. Waco Aircraft Museum Marla Boone, Dir. of Membership P. O. Box 62 Troy, OH 45373-0062 937-335-WACO; 1-5 pm Sat.-Sun. Email: msimonboone@yahoo.com Website: wacoairmuseum.org Dues: $20/yr. Publication: 4/yr.

Women in Aviation, International Dr. Peggy J. Chabrian 101 Corsair Drive Daytona Beach, FL 32114 386-226-7996 Fax: 386-226-7998 Website: www.wai.org Dues: $39/yr., $29 students Publication: Bi-monthly

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For Safety's Sake Essentials for Safe Flying Professional aviation author and photographer Charles H. Stites pub lished his first book, For Safety 's Sake-Essentials for Safe Flying in 2006. The book is written from a pi lot 's perspective and addresses the familiar yet sometimes con trover-

Iowa Takes to the Air

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Once again, author and pilot Ann Holtgren Pel legreno has invited readers to accompany her vicari· ously on a historical journey, as she did when she penned World Flight- The Earhart Trail about her experience flying a Lockheed Electra around the world in 1967 to commemorate Amelia Earhart's last flight.

This time, via her trilogy Iowa Takes to the Air, the author en tices readers to travel through time with her, beginning in 1845 and culminat ing in 2003, as she guides them through a captivating history of aviation. With the recent completion of her third volume, the author diligently encompasses virtually all facets of Iowa's aviation in this trilogy-from mechanics and pilots to manufacturers and historical events. Readers will become well-acquainted with homebuilders; balloonists ; air show, glider, and mail pilots; parachutists; and many other pioneers-both male and female . Yet there's more-the au thor also includes numerous aspects of military, civilian, and commercial avia tion enterprises. Pellegreno's scope is expansive (she dedicated 35 years' research to these volumes that span 158 years) and elucidates Iowa's significant contribution to our nation 's aviation heritage. Best of all, readers may feel a personal connection with these Iowans through the author's illuminating biographical sketches. Iowa Takes to the Air has earned its place in aviation history-but not just in its namesake state. This richly detailed trilogy belongs in any aviation history buff's collection. Published by Aerodrome Press, the books may be ordered directly from the author and autographed upon request. Each book is printed on quality paper and available in hardcover with dust jacket. Volume One 1845-1918, 288 pages with 135 photographs , $27.50 postpaid; Volume Two 1919-1941, 336 pages with 176 photographs, $32.50 postpaid ; and Volume Three 1941-2003, 386 pages with 211 photographs, $37.50 postpaid. Make checks payable to Ann Pel legreno. Mail to Ann Pellegreno, P.O. Box 1056, Decatur, TX 76234.

sial topic of safety awareness and practices. Experienced pilots know it's possible for complacency or dis tractions to cloud their judgment and decision-making process, some times when they need those skills the most. With a foreword by Rod Machado , For Safety'S Sake brings safety to the forefront of our minds and openly discusses potential con sequences resulting from unsafe maneuvers or poor decisions. The author shares insights and pOignant "lessons learned " with the reader in much the same way a close friend would have a heart-to-heart conver sation with another friend. Based partially upon his popu lar monthly column for Private Pi lot, the author presents real-life incidents and accidents-whether from his own personal experiences or via excerpts from the National Transportation Safety Board-and thoughtfully explores the factors involved in each. In many of the book's 20 chapters, the author de scribes a scenario , analyzes what went wrong (or sometimes right) during those events, and then fo cuses on the probable reasons why the situation ended as it did. Stites encourages pilots to be vigilant and constantly aware of safety-related issues and to main tain control in adverse condi tions-to truly be the pilot in command, long before the aircraft leaves the ground. Subjects include night flying , luck versus skill, fly ing in inclement weather, flying with distractions in the cockpit, and communicating with air traf fic controllers . Published by AviaPrints Publica tions of C hapel Hill , North Caro lina, the book may be ordered online from www.Lulu.com/content/ 358794. This softcover book is 141 pages and costs $14.95 plus shipping. VINTAGE AIRPLANE

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The Pietenpol Story Editor's Note: Bill Sc h lapma n wrote a short review of Chet's newest book that was published in last month's is sue. Sparky Barnes Sargent has penned an additional review of The Pietenpol Story th at we feel highlights the book with a unique perspective.-HGF Pilot, author, and longtime VAA member Chet Peek once again conveys his passion for vintage aircraft and aviating th rough h is seventh book, The Pietenpol Story. Peek brings aviation pioneer Bernard Pietenpol's life and airplanes into vivid focus, all the way from his early amateur-built aircraft days (1922) in Cherry Grove, Minnesota, until his death in 1984-while simultaneously framing the story within a broader perspective of our nation 's socio-economic climate and its corresponding effect on the aviation industry. The author details the variety of engines that have powered Pi etenpol aircraft (primarily the Air Camper and Sky Scout) throughout the years, including the Gnome and Model T, and especially the Model A and the Corvair engines. Peek's original research for this book includes travels to Cherry Grove, Minnesota, and Brodhead, Wisconsin, where he gleaned a wealth of information from Pietenpol family members and close friends, as well as knowledgeable aficionados. The author skillfully provides enlightening technical and historical details in an easy-to-read narrative, enhanced no doubt by his own firsthand familiarity with the intricacies of building an Air Camper. Yet The Pieten pol Story is much more than a history book, for the author neatly weaves contemporary accounts of ardent Pietenpol enthusiasts-both national and international-into the fabric of the long-enduring Pietenpol movement, which continues to flourish . This book is a must-read for Pieten pol owners and pilots, as well as those who simply love grassroots aviating. Published by Three Peaks Publishing in Norman, Okla homa, the book is available from major aviation-related booksellers . This softcover book is 125 pages long and chock-full of intriguing black and white photographs. It is identified as ISBN 1-886196-05-2 and costs $24.95 plus shipping.

Th e 2007 official Vintage Airplane calendar is a collection of stunning air- fo-a ir aviation photography showcasing some of the most remarkable airplanes of yesteryear. Each month f eatures a classic aircraft that will be prized by anyone who appreciates the grandeur of aviation. Detailed narrative descriptions are provided with each image, plus "three-views" of the f eatured planes. Each month also provides key events in aviation history, printed on the actual date of occurrence. This 14xll-inch, full-color wall calendar is the perfect giftfor all VAA members and their families. =:--;

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BY DOUG STEWART

The New York VFR corridor accident The morning of October 11 dawned somewhat gray. It was going to be a marginal visual flight rules (VFR) day in the Northeast. Ceilings were forecast to be lower than 2,500 feet and visibilities less than 5 miles. Thus it was going to be a good day for me to catch up on lots of over due phone calls to return and e-mails to respond to, and maybe I might even find some time to get working on the next article for this magazine. And whereas I yearn, on a daily basis, to get at least 1,000 feet between my buns and the ground, if I missed the opportunity that day, it wouldn't be the end of the world. It was hardly a great day to view the world from aloft. It would be a day when I could take a pass on enjoying the fantastic freedom to avi ate, as we can only here in the United States, and put the time to use pursuing albeit less enthralling but nonethe less necessary activities. Thus I was hardly prepared for the phone call I received that afternoon. "Doug, have you heard? Someone just crashed an airplane into an apartment building in Man hattan." Thoughts quickly came to my mind of another terrorist attack. Those thoughts were quickly snubbed as the caller continued: "Yeah, it was a Cirrus. Cory Lidle, the Yankee pitcher, and a flight instructor were flying it." "Where did it happen?" I asked, as my mind filled with numerous other questions. "Well, they took off from Teterboro Airport, flew down the Hudson , around the Statue of Liberty, and then up the East River. Apparently they were making a ISO-degree turn at Roosevelt Island and ran into a building just west of the East River. Don't you advise not going up the East River?" "Indeed I do!" I responded . The caller was referring to a seminar that I present on flying the New York VFR corridor. In fact I have even produced a DVD on the subject. One of the most emphatic pOints I make in the seminar is that I highly discourage flying up the East River. The exclusion area beneath the overlying class Bravo airspace has a ceil ing of 1,100 feet and comes to a dead end just north of Roosevelt Island, where it abuts the La Guardia Airport surface-based airspace. 34

JANUARY 2007

If one flies up the East River, the pilot will have to make a ISO-degree turn in a very, very narrow corridor. The turn will tax the skills of many pilots, and the capabili ties of most airplanes, to stay within the lateral limits of the exclusion area. In essence, it is quite similar to flying up a box canyon. The only difference is that the walls de fining the sides of this canyon are not solid, that is until you stray beyond the limits and hit a building. Lines on a chart depicting the lateral limits of the airspace define the canyon walls. Furthermore, this canyon has a vertical limit as well. "I guess we've just gotten graphiC proof of what I have long espoused ... that the turn is virtually impos sible to all but a few. By the way, what's the weather like down there?" I asked. (My caller was actually call ing from New Jersey, not far from New York City.) "Well, the METAR at Teterboro when they departed was 1,SOO overcast with 4 miles' visibility, but the ceilings have been coming down all day .. . it's probably lower now. " "What about the winds?" I asked . "They're out of the east at about 14 knots." So many questions flooded my mind: What were they doing flying up the East River? Sightseeing? On a day like this? Did they really think they could make the turn? These were typical questions that anyone with any amount of aviation knowledge might ask. But other, less obvious questions sprang to mind as well. What is the public reaction going to be to this? How are the politi cians going to respond? How is the media going to handle this? Does this mean that general aviation takes another black eye in the public's perception? Ever since September 11, general aviation has been the whipping boy for so many diversified groups. Everyone, from the media, through the politiCians, to the general public, seems to forget that even though airplanes were used to reap devastation on that infamous day, a small general aviation airplane has never been used in any type of terrorist attack. Terrorists have used small pleasure boats, as in the at tack on the USS Cole, and panel trucks, as were used both

at the World Trade Center and in Oklahoma City, yet we don't see politicians attempting to ban boats from our riv ers, or panel trucks from our roadways . Regardless, those of us who fly small airplanes are all considered potential terrorists, flying weapons of mass destruction, by the gen erally ignorant public. All of us who are pilots know the absurdity of this men tality. [t is up to us to change this perception. One way that we can change it is by flying in a manner that can only be looked upon with respect. And sad to say, we aren't doing a great job of it. Every time a pilot violates special-use airspace-be it the D.C. air defense identification zone or the tempo rary flight restrictions established around Camp David, Crawford, Texas; Kennebunkport, Maine; or even the lo cal college football game-every time a person is able to get away with going for a drunken joy ride in a stolen air plane, and every time a pilot empties the White House, everyone of us who derives joy in the ability to take flight runs the risk of losing that capability. One of the things [ stress in the seminar I present on flying the New York VFR corridor is that there are many people in New York City who not only feel genuinely threatened every time an airplane flies over head, but also angered and self-righteous. They would like nothing bet ter than to shut all of us down. Thus it behooves every pi lot who chooses to fly in that airspace to be on his or her best behavior. But you know, it applies not only to congested cit ies like New York, Los Angeles, and Chicago, but also to everywhere that we fly. It's true that one can often pick out the pilots in a crowd of people as the ones who look skyward every time an airplane flies overhead. But un fortunately some of the heads that turn skyward are not friends of aviation. They feel frightened and intimidated and seek any and every chance to find a cause, a reason, an excuse to ban us from the sky. We are so very lucky to have the freedoms of flight that we have in this country. But if we are to retain them, we are going to need to do a better job of protecting those freedoms. 50 I ask each and everyone of you to think how your flying might impact the general public's perception of aviation. For example, the next time you decide to go out and build your night proficiency, don't fly 10 takeoffs and landings at one airport, especially if it's a nontowered air port near a residential area. I'm sure you're going to upset all those folks who are trying to relax in front of their tele visions. Move around to several different airports to log those much-needed takeoffs and landings. If you're prac ticing your eights-on-pylons, don't fly around the same two silos until the farmer comes out and fills your tail with birdshot. After a few circuits, move on to a couple of more "pylons." This not only will give you a chance to ensure that you really understand the maneuver, but also will keep the cows and the farmers content. It means re

sisting the urge to buzz your best buddy's house, even if you have 3-inch tail numbers. The list could go on and on. There are so many things that we do in our airplanes that we consider innocuous but that are regarded by those not enamored of aviation as irritating, or dangerous, or threatening. Many of the things that we do in our airplanes that put a smile on our face might very well put a frown on the face of a ground bound unenlightened nonpilot. High-profile accidents and incidents, such as the Lidle accident in New York City, definitely provide fodder for the politicians who seek to limit, or in some cases even ban, our aviation activities. Every time we do something in our airplanes that disregards the thoughts or feelings of those less tolerant of our paSSion, we add to their ar senal of weapons to use against us. Whether we like it or not, the day has arrived when we have to consider the ramifications of everything we do in our airplanes. To do otherwise might very well lead to our losing the fantastic freedoms of flight that we are so fortunate to enjoy here in America. And then it wouldn 't matter if there were ... blue skies and tail winds.

Doug Stewart is the 2004 National CFI of the Year, a NAFI Master Instructor, and a designated pilot examiner. He oper ates DSFI Inc. (www.D5Flight.com). based at the Columbia County Airport (lBl). ......

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BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF THE

EAA

BOEING AERONAUTICAL LIBRARY ARCHIVES. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than February 10 for inclusion in the April 2007 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to mysteryplane@eaa.org. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line.

OCTOBER'S MYSTERY ANSWER See December 2006 magazine r"~~".1!! for October's answer

The December column is a classic ex ample of what can happen when you're working on two issues at the same time. The answers that should have been published in this month's column were published last month! Please refer back to the December 2006 issue for the text that belongs with the Fokker Universal, our October Mystery Plane. My apologies; here's the correct text for the September Mystery Plane, the Commercial C-l Sunbeam. From Jack Erickson, State College, Pennsylvania: The following information comes 36

JANUARY 2007

SEPTEMBER'S MYSTERY ANSWER

from Aerofiles.com and Joe Juptner's book, T-Hangar Tales, pages 81-82. The September 2006 Mystery Plane is the Commercial Sunbeam C 1. The aircraft as shown was built in 1929 as c/n 1 and was registered as X137E. Versions of your photo shown in the references give the aircraft name and registration. It was a six-place (two in the open cockpit and four in the cabin) commercial aircraft. The engine in c/n 1 was a 220-hp Wright J-S nine cylinder radial. The manufacturer was Commercial Aircraft Corporation located at the Los Angeles Metropolitan Airport in Van

Nuys, California (the firm was later in Portland, Oregon) . No approved type certificate was issued for the Commer cial C-l. Aerofiles notes that in 1931 the design was owned by American Sunbeam Aircraft Ltd. of Santa Monica, California. This firm built some later air craft of quite different design. A few more Commercial C-1 aircraft were built, including c/n 4, registered XS64M with a 300-hp WrightJ-6-9 nine cylinder engine. This latter aircraft was used in a 1929 endurance flight by Ms. "Bobbi" Trout and Ms. Elinor Smith and in a 1931 endurance flight by Ms. Trout and Ms. Edna Mae Cooper.

From Noel Allard, Menahga, Min nesota: There is an interesting story con cerning the Sunbeam that harkens to the time when long-duration nonstop flights were the rage. Two young ladies, Bobbi Trout and Elinor Smith to be ex act, planned and carried out an endur ance flight of 45 hours, then a record. With its J-6-9-300 Wright engine, the Sunbeam's cabin was stripped, crammed with fuel tanks, then taken aloft for the endurance flight. Sponsors were Kendall Oil providing the oil and Richfield Oil providing the gas. At the 36-hour mark, Trout and Smith carried out their first aerial refueling by hooking up to a dan gling hose dropped from a battered old Curtiss Carrier Pigeon. The Pigeon's en gine conked out during the operation and couldn't be repaired before the Sun beam ran out of fuel. Elinor Smith made an incredible dead-stick night landing to end the flight, well short of the planned 168-hour goal. The plane never made headlines again. From Doug Rounds, Zebulon, Geor

gia, we have the following text and specifications from Jane's All the World's Aircraft: The C-1"SVNBEAM" BIPLANE Type-Six seat commercial cabin bi plane. Wings-Equal-wing staggered sin gle-bay biplane. Centre section carried above fuselage on splayed-out struts, with one pair of parallel interplane struts on either side of fuselage. Wing structure consists of two wooden spars, metal Warren-truss ribs and compres sion members and duralumin leading edge, the whole being covered in fabric. Ailerons on all four wings. Fuselage-Rectangular-welded steel tube structure of Warren-truss type, cov ered with fabric. Tail Unit-Normal monoplane type. Welded steel-tube framework, covered with fabric. Balanced rudder. Adjustable fin and tail plane. Undercarriage-Divided type, with oleo shock-absorber legs. Steerable tail skid, with rubber-disc springing. Powerplant-One 300-hp Wright

Whirlwind 0-6) nine-cylinder radial air cooled engine. Fuel carried in two wing and one fuselage tanks. Total capacity 125 U.S. gallons. Accommodation-Behind fireproof bulkhead and under centre-section is cabin, with accommodations for four passengers in removable wicker chairs. Behind cabin is open pilot's cockpit for two, with side-by-side seating and com plete dual controls. DimenSions-Span 34 ft. 6 in. (10.52 m.) Weight and Loadings-Weight loaded 3,910 lbs. (1,775 kg.) Wing load ing 1O.25Ibs./sq. ft. (50 kg./sq. m.) Power loading 12.3 lbs./h .p . (5.56 kg./h.p.) Performance-Maximum speed 125 m.p.h. (201 km.h.) Landing speed 45 m.p.h. (72 km.h) Initial rate of climb 743 ft./min. (236 m./min.) Service ceil ing 13,000 ft. (3,960 m.) Correct answers were received from Wayne Van Valkenburgh, Jasper, Georgia; Wayne Muxlow, Minneapo lis, Minnesota; and Dave Stott, Mon roe, Connecticut. .......

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NOMINATIONS FOR EAA DIRECTORS

Pursuant to the Amended and Restated Articles and Bylaws of Experimental Aircraft Association, Inc., the President has designated six (5) members of th e Association to act as the Nominating Committee to receive nominations for Class I Directors. The Comm ittee includes: Ron Scott , Chairman, N8708 Sky Lane, Rt. 1 , East Troy, WI 53120 ; Zonnie Fritsche, W6305 Peninsula Court, Neshkoro, WI 54960; Robert D. Lumley , 1265 S 124th Street , Brookfield, WI 53005 ; Cody Welch , 8529 Pineview Lake Dr, Linden, MI 48451; and Harry Zeisloft , 2787 Leisure World, Mesa, AZ. 85206. By this notice, nominations are hereby solicited for the nine (9) Class I Director positions to be filled at the 2007 Annual Membership Meeting. Nominations for these positions shall be made on official nomination

forms that may be obtained by mail (at Experimental Aircraft Association , Inc., c/ o Tom Poberezny, P.O. Box 3086, Oshkosh, WI 54903-3086) or bye-mai l Ureader@eaa.orgj. The nominat ion pet ition shall include a recent 3x5 photo or full resolution two megapixel (300 DPI) photo of the candidate and shall contain a brief resume of his or her background and experience. Candidates must be current EAA members. Each petition shall require the signatures of at least twenty-five (25) EAA members, along with such members' EAA numbers and membership expiration dates . Nomination petitions shall be submitted to the Chairman of the Nominating Committee , Ron Scott, c/ o EAA Headquarters, P.O. Box 3086, Oshkosh, WI 54903-3086 , no later than February 27, 2007.

2007 MAJOR

The Nominating Committee shall verify the signatures included on all nomination petitions. If insuffic i ent nominations are received , the Governance Committee of the Association Board of Directors shall make additional nominations of its own. The Annual Business Meeting will be held during EAA AirVentu re Oshkosh , which is scheduled for July 23 through July 29, 2007. The Business Meeting will be held at the Theater in the Woods at 10:00 a . m. CDT on Saturday, July 28, 2007 at Wittman Airport, Oshkosh, Wisconsin. Voting i nstructions and procedures will be published in a forthcoming issue of SPORT AVIATION and SPORT PILOT. Alan Shackleton Secretary Experimental Aircraft Assoc., Inc.

FLy-INS

For details on EM Chapter flY'ins and other local aviation events, visit www.eaa.orgjevents U.S. Sport Aviation Expo

Sebring Regional Airport, Sebring, FL

January 11-14, 2007

www.Sport-Aviation-Expo.com

EAA AirVenture Oshkosh Wittman Regional Airport (OSH), Oshkosh, WI July 23-29, 2007 www.AirVenture.org

Sun 'n Fun Ay-In Lakeland Linder Regional Airport (LAL), Lake land, FL April 17-23, 2007 www.Sun-N-Fun.org

EAA MId-Eastern Regional Ay-In Marion Municipal Airport (MNN), Marion, OH August 25-26, 2007 http://MERA.info

EAA Southwest Regional-The Texas Ay-In Hondo Municipal Airport (HDO), Hondo, TX June 1-2, 2007 www.SWRFI.org Golden West EAA Regional Ay-In

Yuba County Airport (MYV), Marysville, CA

June 8-10, 2007

www.GoldenWestAyln.org Rocky Mountain EAA Regional Ay-In

Front Range Airport (FTG), Watkins, CO

June 23-24, 2007

www.RMRA.org Arlington EAA Ay-In Arlington Municipal Airport (AWO), Arlington, WA July 11-15, 2007 www.NWEAA.org 38

J ANUARY 2007

Virginia Regional EAA Ay-In Dinwiddie County Airport (PTB), Petersburg, VA October 6-7 , 2007 www. VAEAA.org EAA Southeast Regional Ay-In Middleton Field Airport (GZH), Evergreen, AL October 12-14, 2007 www.SERA.org Copperstate Regional EAA Ay-In Casa Grande (Arizona) Municipal Airport (CGZ) October 25-28, 2007 www.copperstate.org

T h e fo ll ow ing li s t of com ing eve nts is furnished to ollr readers as a matter of infor mation only and does not constitute approval, sponsorship, involvem ent, control, or direc tion ofany event (fl y-in, seminars, fly market, etc.) listed. To subm it an event, send the in fo rmation via mail to: Vintage Airplane, P.O. Box 3086, Os hkos h, WI 5 4903 -3086 . Or e-mail the in fo rmation to: v intageai rcraft@ eaa.arg. In form ation should be received four m onths prior to the event date.

AUGUST S-Queen City, MO-Applegate Airport (15MO). 20th Annual Watermelon Fly-In & BBQ. 2pm 'til dark. Come and see grass roots aviation at it's best. Info: 660-766-2644 August S-Chetek, WI-Southworth Municipal airport (Y23). BBQ Fly-In . 10:30am Warbird displays, antique and unique airplanes, antique & collector car displays , and raffles for airplane rides . Procedes will be given to local charities. Info: Chuck Harrison - Office 715-924-4501 , Cell 715-456-8415, fixdent@chibardun.net; Tim Knutson - Home 715-237-2477 , Cell 651-308 2839 , n3nknut@citizens-tel.net

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Membershi~ Services VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION OFFICERS Vice-President

President Geoff Robison 152 1 E. MacGregor Dr.

George Daubner

260-493-4724

2448 Lough Lane Hartfo rd , WI 53027 262-673-5885

clzie{702S@aoi.com

vaaf1yboyC..m,ns/l.cOIlI

New Haven, IN 4677 4

Treasurer

Secreta ry Steve Nesse

Cha rles W. Harris

2009 Highland Ave. Albe rt Lea, MN 56007 507-373-1674

72 15 East 46t h 51.

Tulsa, OK 74 147

9 18-622-8400

shles@'deskmeriia .col1l

cwh@h vsu.com

DIRECTORS Steve Bender

Jeannie Hill

85 Brush Hill Road Sh erbo rn , MA 01770 508-653 -7557

P.O. Box 328

Harvard, I L 60033-0328

815-943-7205

sst 100comcast. ll et

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David Bennett 375 Killdeer Ct

Espie "Butch" Joyce 704 N. Regio nal Rd . Greensboro, NC 27409 336-668-3650

Li n coln, CA 95648 916-645-8370 antiqller@;tlreacl1.cotll

wiudsock@aoi. (O lll

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Steve Krog

7645 Echo J'oi nt Rd . Canno n Falls, MN 55009 507-263-24 14

1002 Heat h er Ln .

1IIjb{chld@rcOflnect.co11l

Hartfo rd , WI 53027 262-966-7627 sskrog@nol.(oHl

Dave Clark

Robert D. "Bob" Lumley

635 Vestal Lane Plainfield, IN 46168 317 -839-4500

1265 South 124th St. Brookfi eld, WI 53005 262-782-2633 IlImper@execpc.COtII

dawcpd@iquest.l1et Joh n S. Copel and

Gene Morris

1A Deacon Street

5936 Steve Cou rt Roa n oke, TX 76262 8 17-491-9110 gel lemorris@'clwrtc' r.llt't

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Phil Coulson 284) 5 Springbrook Dr. Lawton , MI 49065 269-62 4-6490 rcollisoI1516@cs.com

Da le A. Gustafson 7724 Sh ady Hill s Dr. IndianapOli s, IN 46278 3 17 -293-4430 daie(aYL-@m5l1.co m

Dean Richardson 1429 Kings Lynn Rd Stoughton, W I 53589 608-877 -8485 dar@apr;/a ire.(o1ll S.H. "Wes" Schmid 2359 Lefeber Ave nue

Wauwatosa, WI53213 414- 77 1- 1545 shsc/lmid@m i/ wpc.com

DIRECTORS

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Gene Chase 2 159 Ca rlton Rd. Os hkosh , W I 54904 920-23 1-5002 GRCHA @charter.flet

E.E. " Buck " Hilbert 8102 Leech Rd . Union, IL 60180 815-923-4591 bllck7ac@ciis.f1et

Ronald C. Fritz 1540 1 Sparta Ave. Kent City, MI 49 330 6 16-678-5012 rFritz@patilwaYllet.com