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A MIRACLE OF THE AIR/ James Whittaker

• • •


9 MY FIRST AIRPLANE! EvCassagneres 12 TYPE CLUB NOTES/ RobertG. Lock 14 A FIVE-YEAR PAINT JOB/ Budd Davisson 19 WHAT OUR MEMBERS ARE RESTORING/ H G. Frautschy & Norm Petersen






Executive Director, Editor


VAA A dm illislralive A ,'isistant


Executive Editor


Contributing E ditors


A rt/Photo Layout


Ph otography S taff


Advertisillg/Editorial Assistalll





I've been attending EAA AirVenture Oshkosh for 29 years, and this year's event was one of the best! The an­ tique aircraft were some of the best that we have seen. Restorations just continue to get better each year. Years ago, when you walked the flight line, you'd see a wide range of antique aircraft restorations. Some were good, some were so-so, and a few were outstanding. As the movement has progressed, the number of excellent restorations has continued to increase. When you talk to members on the flight line, a shift in attitude toward restoration is also evident-people seem to take their stew­ ardship of these magnificent old aircraft quite seriously. That attitude is now permeating the ownership ranks of Classic category airplanes, as ever-increasing numbers of classic airplanes are appearing on fly-in flight lines all over the country. Sure, there are still plenty of airplanes some­ times referred to in classified ads as "good fliers," airplanes that members have not yet restored to near factory condi­ tion. For others, a good clean restoration doesn't have to be a factory original, but one that is useful for them. Ex­ tended ski tubes, extra fuel tanks, and items that increase the airplane's utility are often what people add to their air­ planes. There's plenty of room for all in vintage aviation, and you'll often see examples of every style and level of restoration at EAA AirVenture and your local fly-in. Still, it's funny how many of us still don't think of clas­ sic airplanes as "old." The youngest classic is now coming up on its 46th birthday! I guess you could pin a lot of that attitude on the basic utility these great air­ planes still offer. More than once in recent times I've heard of a person looking seriously at one of the newer lightplanes and while researching discovered that a re­ cently restored classic offered more utility for less cost! The choices for an individual who wants four seats in the airplane are even more limited. Take, for example, a 1950 Cessna 170. It offers a 115 mph cruise speed, 8 gph and four seats, a great going places machine. But we do have to accept that it is old. Since it left the runway at Wichita 51 years have passed. The Contemporary category (1956-1965) is right on its heels, with the youngest of its planes firmly in middle age with 36 years under their wheels. The FAA and other agen­ cies consider aircraft "old" or an "antique" at 25 years, and owners of these younger airplanes are also coming to grips with the subject of aging aircraft. Aging aircraft are a high­ priority issue at the FAA, and we're not just talking about old 727s. Our airplanes and their maintenance and sup­

port are on their agenda, and we're working closely with EAA to be sure our input is added and we're kept abreast of the latest developments. As contemporary aircraft owners are beginning to real­ ize that their airplanes are older, too, we're seeing restorations like Bragdon's Cessna 210 Oune 2001 Vin ­ tage Airplane). These are enormously useful airplanes that can be used daily if necessary, but they still look great on the fly-in flight line. Does that sound familiar, classic owners? It takes time for these restorations to come to the sur­ face. I've even had to come to grips with it. My Luscombe is one of my favorite airplanes, but I can't use it for all my flying needs. I also own a Beech Baron that fits in the Contemporary category. It's 37 years old now, and I con­ sider it equal in my desired capabilities to a new Baron. It will do most any task better than its new brother, and it's cheaper, too. I have no problem going to the hangar, load­ ing it up, and flying to the islands or anywhere else. I probably won't be doing this in the Luscombe, but I have thought that it would be fun to do so. At least it would not take Customs long to inspect the Luscombe! With the realization that the Baron can now be judged just like any classic or antique, I've embarked on a custom recondition­ ing program. In doing so, I've gained a new pride of ownership in my Contemporary class aircraft. When I land somewhere new on a cross-country, the tower might ask, "What year is your Baron?" It's nice to pull into the FBO for fuel or an overnight stay and have the line guys tell you how great the airplane looks. I appreciate it when they ask if I'd like to park it in their hangar overnight. I think that they en­ joy seeing good-looking airplanes, too. One thing to keep in mind is that most of these younger people who are working at the FBOs now cut their teeth on the contemporary class of aircraft. Just like many of us long desired a Travel Air or Cub of our own to fly, in the future contemporary aircraft will be the ones they will want to own. The EAA Vintage Aircraft Association has taken the lead in highlighting the issues facing older aircraft, and working with the type clubs, we've gained an ear at the FAA to discuss these issues. We're fortunate to have peo­ ple working for the FAA, such as Mike Gallagher, who not only understand the issues we're confronted with , but also are actively working with us to help solve the problems. We will have more on these subjects in future issues. Let's all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it all. ..... VINTAGE AIRPLANE


EAA AIRVENTURE 2001 VAA AWARDS Gold Lindy Grand Champion-Antique 1940 Piper J-5A Cub Cruiser, NC329S5 Carl Brasser Brentwood, Tennessee Grand Champion-Classic Grumman Mallard, NC2950 Steve Hamilton Carson City, Nevada Grand Champion-Contemporary Beech 35-B33 Debonair, NS622M James Lynch Lawton, Oklahoma

Silver Lindy Vintage Reserve Grand Champion-Antique Boeing Stearman E75, N713WW Scott White Orient, Ohio Vintage Reserve Grand Champion-Classic Aeronca 11AC Chief, N9526E Paul Gould Sardinia, Ohio Vintage Reserve Grand Champion- Contemporary Piper PA-22-10S Colt, N5549Z Dennis Beecher Martinsburg, Pennsylvania

David Bates

Faribault, Minnesota


Vickers Vimy FB27, NX71 MY

Peter McMillan

San Francisco, California

Champion Golden Age (191S-1927)

Ryan M-1, N2073

Andrew King,

Lovettsville, Virginia

Champion-Silver Age (1928-1932)

Fairchild FC-2W2, N13934

Greg Herrick

Jackson, Wyoming

Champion Bronze Age (1933-1941)

Spartan Executive, NC17667

Kent Blankenburg

Groveland, California

Champion World War II Era 1943-1945

Beech D17S Staggerwing, N9597H

E. P. Wiesner Castle Rock, Colorado

Bronze Lindy Classic Best Class I (0-80 hp) Mooney Mite M1S, N4149E Ben Workman Zanesville, Ohio

Bronze Lindy Antique

Best Class II (81-150 hp) Cessna 140, NC2437V Michael Midtgaard Minneapolis, Minnesota

Champion-World War II Military Trainer or Liaison Aircraft Stearman N2S-3, N131 5N Douglas Devries Redlands, California

Best Class III (151-235 hp) Ryan Navion, N4012K Robert Kane Wilton, California

Champion-Transport Category Boeing S307 Stratoliner, NC19903-NASM Stratoliner Restoration Crew Federal Way, Washington Champion-Customized Aircraft Boeing Stearman E75N1, N3976B 2 SEPTEMBER 2001

Best Class IV 236 hp & up Cessna 195, N2134C George Dray Novato, California Best Custom Class A Taylorcraft, BC-12D, N39911 Lee Bowden Independence, Iowa

Best Custom Class B Cessna 140, N773SH Marty Lochman Newalla, Oklahoma Best Custom Class C Piper PA-1S-150, N75SSE Loren Kopseng Bismarck, North Dakota Best Custom Class 0 Cessna 195, N9S54A Martin Madden Somis, California

Bronze Lindy Contemporary Beech H35, N547SD Larry VanDam Riverside, California TEXTRON FINANCIAL AVIATION FINANCE DIVISION JUDGING SPONSOR'S CHOICE Stinson SR-6A, NC15127 Max & Rene Davis Waconia, Minnesota

Vintage Plaques Antique Outstanding Customized Aircraft Waco ZPF-7, N29962 Leslie Whittlesey Coto De Caza, California Runner-Up Customized Aircraft Boeing Stearman A75J1, N570SN Charles Luigs Bandera, Texas Silver Age (1928-1932) Outstanding Open Cockpit Biplane Great Lakes 2T-1A, NS41H Cameron Saure Reynolds, North Dakota Outstanding Closed Cockpit Monoplane Monocoupe, N543W Robert Coolbaugh Manassas, Virginia Runner-Up Closed Cockpit Monoplane Curtiss Robin, N263E

Glenn Peck Maryland Heights, Missouri

David Abrams Salem, New Hampshire

Bronze Age (1933-1941) Runner-Up Closed Cockpit Monoplane Spartan Executive, NC17616 Ken & Lorraine Morris, Poplar Grove, Illinois

Best Luscombe Luscombe 8A, NC45504 James Zazas Carthage, North Carolina

Outstanding Closed Cockpit Biplane Waco ZOC-6, NC16203 Les Cashmere McAlester, Oklahoma Outstanding Open Cockpit Biplane DeHaviliand Tiger Moth DH82A, N8879 Michael Williams Columbus, Indiana World War II Era (1942-1945) Runner-Up Closed Cockpit Biplane Beechcraft Staggerwing, N1532M Bob Strunk Union, Kentucky

Vintage Plaques Classic Best Aeronca Champ Aeronca Champ, 7AC, N81585 Wayne Raye Stockbridge, Georgia Best Beechcraft Twin Beech D18S, N213SP Alan Wright Naples, Florida Best Bellanca Bellanca 14-19, N6563N Charles Should is Rapid City, South Dakota Best Cessna 120/140 Cessna 140, N89221 J. Young Hudson, Wisconsin Best Cessna 170/180 Cessna 170, N4034V John Nielsen Bloomer, W isconsin Best Cessna 190/195 Cessna 195B, N195SB Scott Boynton Campbell Hall, New York Best Ercoupe Ercoupe, N2679

Best Navion Ryan Navion, N4891 K Charles Stites Chapel Hill, North Carolina Best Piper J-3 Piper J-3 Cub, NC88113 Willard Beatty, Jr. Holly Springs, North Carolina Best Piper Other Piper PA-18, N160CW Charles Wiplinger Inver Grove Height, Minnesota Best Stinson Stinson 108-3, N6355M Neil Logerwell Kent, Washington Best Swift Swift GC-1 B, N3378K Jared Smith Huntington Beach, California Best Taylorcraft Taylorcraft BC12D, N96841 Elmer Marting Monona, Iowa Best Limited Production DeHaviliand Beaver, N34EB Paul Oakes Wasilla, Alaska Most Unique Emigh Trojan, N8351 H Jerry Petro Williamsburg, Virginia Preservation Aeronca Chief, NC4128E Edward Maxwell Louisville, Kentucky

Vintage Plaques Contemporary

Outstanding Beech Multiengine Beech G18S, N933GM Carla Payne Fort Worth, Texas Outstanding Cessna 150 Cessna 150, N7835E Robert Unternaehrer Brunswick, Missouri Outstanding Cessna 170/172/175 Cessna 172C, N1499Y Randall Hockenberry Ft. Wayne, Indiana Outstanding Cessna 180/182-210 Cessna 182B, N8407T Roger Schmidt Big Bear Lake, California Outstanding Piper PA-22 Tri Pacer PA-22 Tri-Pacer, N9508D Tim Lewis & John Brandon Jonesboro, Arkansas Outstanding Piper PA-24 Comanche PA-24 Comanche, N45MB Kelly Wright Spokane, Washington Outstanding Mooney Mooney, N6402U Raymond Miller Colorado Springs, Colorado Outstanding Limited Production Aircoupe F-1A, N3044G Jack Arthur Des Moines, Iowa Outstanding Custom Class I Single Engine (0-160 hp) Piper PA-22-150, N6043D James Douglass Kennedyville, Missouri Outstanding Custom Class III Single Engine (231 hp & higher) Piper PA-24, N8071 P Jim Simmons Nashville, Tennessee Outstanding Class IV Multi Engine Piper PA-23, N3187P Michael Luigs Bandera, Texas

Outstanding Beech Single Engine Bonanza N35, N1397Z Richard & Dawn Barnett Waldron, Arkansas VINTAGE AIRPLANE



compiled by H.G. Frautschy


FRONT COVER: Ronnie Cox and Greg Davis of Fort Lauderdale, Florida, cruise above Florida's Gulf Coast waters with their 1962 250 Comanche. EM photo by Jim Koepnick, shot with a Canon EOS1 n equipped with an 80-200 mm lens on 100 ASA Fuji slide film. EM Cessna 210 photo plane flown by Bruce Moore. BACK COVER: Fay Gillis, Summer '29 is the title of Frank Warren's acrylic painting, award­ ed an Excellence ribbon in the 2001 EAA Sport Aviation Art competition. It depicts a young Fay beside a Curtiss Fledgling at Garden City, Long Island, in August 1929. A month later she was forced to bailout of a Fledgling, becoming the second female mem­ ber of the "Caterpillar Club." Fay was a char­ ter member of the "99s."Frank Warren can be reached at or by calling 805/967-5473.



EAA President Tom Poberezny has written to FAA Administrator Jane Garvey and U.S. Secretary of Trans­ portation Norman Mineta asking for their personal intervention to expedite the return of the proposed sport pilot package back to the FAA, one of the many steps in the process headed to­ wards the publication of a Notice of Proposed Rulemaking (NPRM). Tom wrote, "Over the last eight years, a tremendous volume of work-by both the government and the private sector-has gone into moving this complex regulatory package to its current status. We re­ quest that you keep the same level of emphasis on completing the final steps to publication by facilitating every opportunity for expeditious handling by the Office of Manage­ ment and Budget." Tom reiterated EAA's appreciation for DOT's and FAA's "public com­ mitment and acknowledgement of [sport pilot's] positive impact" re­ 4


During EAA AirVenture Oshkosh, the Vintage Aircraft Association and EAA's Government Services office hosted a meeting with the FAA's Mike Gallagher and Tom McSweeney (right) along with most of the type club representatives who attended the Convention. Aging air­ craft issues were the primary topics of discussion . In particular, the thorny issues concerning the release of technical information by type certificate holders, and especially the disposition of that same information related to long dormant type certificates was discussed. As pointed out by Gallagher, the FAA cannot legally release information unless the type certificate has been surrendered . Also discussed was the ongoing process of Airworthiness Concern Sheets (ACS), and the general consensus was that the program is working well to head off potential Airworthiness Directives. Both Gallagher and McSweeney pointed out that only half of the ACS' issued during 2001 had become Airworthiness Directives. In previous years, they all would have become ADs. An ACS issued on the spring steel main landing gear installed on older Cessnas was the subject of another meeting hosted by EAA's Government Programs specialist Randy Hansen and the Cessna Pilots Association President John Frank. The meeting was intended to gather firsthand information about any difficulties being experienced with the gear by owner/opera­ tors. It was their opinion that the difficulties highlighted by the FAA's sheet were the result of operations outside of what was considered normal, and that the issue could be properly dealt with by adherence to a Cessna service bulletin. EAA and the Cessna Pilot's Association used input from that meeting to help formulate the response to the ACS.

garding increased safety and im­ proved economy of recreational aviation. (You can read Tom's letters on the EAA sport pilot website at

www.sportpi/ The proposed sport pilot rule has the potential to impact many vintage air­ plane owner/operators, who may be able to operate their aircraft under a new set of rules. For more detailed in­ fonnation, you can read "Sport Pilot For the Vintage Airman" in the June issue of Vintage Airplane, or you can read it online at www.vintageaircra( ...... Volunteers make the world of EAA and VAA happen, and one of this year's enhancements to the vintage area was the installation of a new windsock frame and sock. Behind the scenes in EAA's workshops a number of volunteers spend their summers helping us spruce up the place, and Barb Lowell was kind enough to sew up the new bright red windsock featured in the August issue. Barb and her husband John have been coming to EAA to volunteer for more than eight years. They hail from Bulverde, Texas. After their arrival in May, Barb and her fellow volunteers in the sewing room repair the flags and banners that decorate the EAA grounds, and sewing replacement wind socks. Later (n the summer, they help decorate the EAA grounds by planting thousands of flowers on the convention grounds. Our thanks to Barb and the many others who spend their summers helping us here at EAA and VAA!


"Vintage Aircraft Markings" Comments

Your article on markings is very good ... and needed, I might add. We run into these issues all the time. Mostly with FAA inspectors, oddly enough, who don't run into an­ tiques all that often. I thought I'd highlight a couple of points that may also be worthy of mention. Many owners confuse the use of the "c" or "R" or "X" on their air­ planes with use on the registrations or other permanent records such as 337s. The regulation refers to "dis­ play" on the aircraft, but no other use. And the FAA continues to use the common N number without the additional letter on all documents. Sometimes a registration will pass with the extra letter, but usually they will request that it be drafted without. Note paragraph 45.22(b), the part that says "may be operated without displaying marks in accordance with paragraphs 45.21 and 45.23 through 45.33 if:" (then it goes on to detail the display of the "C," "R," "X," "L," etc.). What this means is, if the aircraft is experimental, for instance, the 2-inch high (or more) EXPERI­ MENTAL placard need not be displayed. This is the one the in­ spectors always miss. They go right for the cabin, entry, or passenger cockpit and look for the EXPERI­ MENTAL billboard. Not having to put this on the airplane is a real plus for an owner with an aircraft that has" .. .the same external configura­

tion as an aircraft built at least 30 years ago ... ," in other words, a replica. Hope this is helpful. I'm probably preaching to the choir here, as you always publish inSightful comment on the FARs. Roy Redman (VAA 777) Faribault, Minnesota

I have just finished reading "Vin­ tage Aircraft Markings" and would like to make this comment. The FAA is not judging our airplanes. I have judged EAA aircraft at our local fly­ ins for more than a decade, although not at Oshkosh. All of the informa­ tion I have or have seen concerning judging stresses authenticity. Over the years I have rebuilt several air­ craft that are now antiques. It distresses me greatly to see a beauti­ fully restored aircraft and then have the restorer take a shortcut and put on "modern" numbers. This is not authentic as the aircraft did not come out of the factory this way. If I inspect the airplane, you can be sure that I will go over it minutely and nitpick. I would suggest that in fu­ ture gUidelines to judges that authenticity be again stressed. I wouldn't go so far as to require Grade A cotton, although this , of course, is what was probably origi­ nally used. John Beebe (VAA 19313) White Stone, Virginia

During the judging process, all mark­ ings on the aircraft, both the registration numbers and smaller plac­ ards and decals, are judged on their authenticity. The guidelines published for use by EAA/VAA judges stress that concept. Here's what the guidelines have to say: "I. FORWARD " ... Throughout these standards will be found the one concept that re­ flects the opinion of the majority of those individuals contacted during the development of these guidelines. That concept is authenticity. The standards are constructed to encourage the indi­ vidual to complete and maintain a 'factory fresh' aircraft. If the individ­ ual's desire is to deviate from this goal for personal whim, or other reasons, the 'cost of not conforming to pure au­ thenticity is known in advance.' A portion of the guidelines pertain[s] to the documentation of authenticity as it relates to the aircraft. The exhibitor is encouraged to prove the authenticity with pictures, letters, factory specifica­ tions, or any of the means which will alleviate the need for 'judge's opinion' in determining authenticity. " For the complete text ofEAA 's Judg­ ing Standards manual, you can buy a copy by calling EAA Membership Ser­ vices at 800/843-3612 or you can view the pages on EAA 's website at 200l/judging/. -H.G. Frautschy .... VINTAGE AIRPLANE



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






n February 17th last, at Ellington Field, Houston, Texas, Gates' "Flying Circus," a well-known American company of "stunt" flyers, was giving an exhibi­ tion for the benefit of the Thirty-sixth Division Air Service of the American Army. One of the scheduled items was a daring para­ chute descent by a y~:)Ung chorus girl, Rosalie Gordon. It was not the first time she had essayed the feat, having worked with the Gates' Circus on the Pacific coast the previous year. Dressed in a white satin pilot's uniform, with little red buttons, she ascended in a plane driven by Clyde Pangborn, one of the Circus' finest pilots. Behind her in the rear cockpit sat Milton Girton, who was to assist her in her preparations for the leap. It had rained in the morning; the sky was full of low-lying clouds; and at two thousand feet it was decided that she should make her leap. The parachute was in a container tied to the landing gear of the plane with a short rope; another rope connected the parachute with the girl, who stepped coolly out onto the wing, in­



spected the harness about her waist to see that it was properly adjusted, and then jumped off into space. For a dozen feet or so she dropped headlong, momentarily expecting the canopy of the parachute to open as usual and check her swift descent. Instead, she suddenly felt a terrific jerk and found that she was hanging suspended underneath the aero­ plane, trailing after it at the end of the ropes attached to the harness about her waist. Her light weight was not enough to spring the trap of the parachute, and a ring at the edge of the canvas canopy, to which one of

the supporting ropes was attached, had caught on a rod projecting from the landing gear. From this fixture Miss Gordon now swung helplessly above the heads of the crowd. It was a fearful predicament. Un­ able to crawl back or to free the parachute, it seemed that certain death awaited the poor girl. As long as the petrol lasted, she was compar­ atively safe-unless she became detached and the parachute still failed to open-but once the plane was forced to land she would in­ eVitably be dragged to death beneath it. Unless she could somehow be got

back onto the plane, nothing could save her. Below, the crowd of five thousand people looked on for a while uncom­ prehendingly. To them it was, at present, all part of the show, but the personnel of the Circus and the other practical aviators on the ground real­ ized only too well the tragedy that was threatening. Orders rang out, sharp and decisive, and half-a-dozen planes took to the air, circling vainly about the swinging girl in an at­ tempt to solve the problem. The onlookers began to understand that something was seriously amiss. Planes of the type used-this one was equipped with a 180 hp Hisso motor-land at express speed. Thirty miles an hour is the minimum, which meant that Rosalie would be dashed to pieces and her body man­ gled beneath the tailskid directly as the machine came down. As it was, the anxious Pangborn having swooped earthwards to let those be­ low see her predicament, the helpless girl hung perilously near the rough ground. Plane after plane, with men lying out along the wing surfaces knife in hand, hoping to cut her loose if pos­ sible, swept past Pangborn's machine, risking imminent collision. All of them, however, failed, as did the frantic efforts of Girton himself, who crawled out onto the landing gear and for half an hour battled des­ perately to pull the girl up to a perch on the axle and comparative safety. But a previous hour of daredevil "stunts" had weakened him, and he found his strength insufficient for the task. Then it was that Thompson, one of the would-be rescuers, swooped ground wards with his plane. Some­ thing white fluttered from his machine as he rose again with a roar. An official picked the object up-a piece of cardboard on which was the scribbled message: "Send Freddy up with a rope. Will pick him up. He can help pull her Up." It was cryptic enough to the unini­ tiated, but those who knew realized













WING ALMOST TOUCHING WING. that one of the most daring feats ever attempted was to be put into operation to save the apparently doomed girl. Presently Thompson came to earth, and into his plane climbed Freddy Lund, a former member of the Circus, but now in commercial life. Up toward Pangborn's machine, with that helpless figure dangling be­ neath it, Thompson's aeroplane shot until it was flying close below. Lund, climbing out on the upper wing, reached frantically up in an effort to grasp Rosalie's feet in the hope that their combined weight would release the catch of the parachute and let them both down to safety. But the bumpy rise and fall of the planes made the maneuver impossible, and it was speedily evident that another and even more desperate method would have to be tried if the girl was to be saved. Instinctively Pangborn and Thompson read what was in one an­ other's minds, and soon the two machines were sailing side-by-side, wing almost touching wing. Then Lund swung himself down a stage lower, and the crowd below gasped. Hundreds of binoculars showed what was to be attempted, and men and women sank on their knees and prayed openly that the fearless men aloft might be able to carry out their purpose.

Just when it seemed that the two machines must become locked in a death grip, which would send both of them hurtling to destruction, Lund stretched out a hand, grasped a strut on Pangborn's plane, and leapt across the gulf. For an instant he swayed, slid, almost fell, and then a great shout went up: "He's done it! He's done it!" It was a wonderful effort. Usually this change from plane to plane, per­ ilous enough at the best of times, is only attempted with nonskid strips on the wings and rubber shoes on the feet of the aviator. Lund made it with slippery leather-soled boots on wings like shining glass. Only he knew how near he was to failure; as a matter of fact his feet slid away beneath him, but he clung to the strut with all his strength and so saved himself. A white-faced man down below dropped his field glasses and gasped. "It's a miracle!" he said solemnly. But the rescue was far from being accomplished yet. Recovering him­ self, Lund scrambled into the cockpit, and then out of that and down onto the landing gear, where Girton was still continuing his vain efforts to haul the girl up. Together they heaved and strained at the rope, but it was quickly seen from below that their combined efforts were in­ sufficient, and a groan broke from the crowd when Lund was seen labo­ riously climbing back into the cockpit. "They've failed! They've failed!" The cry went up. It certainly seemed so, and mat­ ters looked grave, for the anxious officials of the Circus knew that the sands of time were fast running out in another direction. The petrol sup­ ply carried by the plane was limited. Once it was exhausted, and landing was imperative, in which case noth­ ing could save the girl if she remained in her present position. Many of the offiCials, in fact, were convinced that she was as good as dead already. Not so Pangborn and Lund, howVINTAGE AIRPLANE


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

ever. A few shouted words between them, and then Lund took over the controls while Pangborn descended the frail under-rigging supports and joined the indefatigable Girton on the landing gear. Pangborn was slight of build but marvelously strong; an open-air life and constant exercise had given him sinews of steel. Crooking one leg over the axle and hanging on with one hand, he slipped the other foot down and got a toehold under the girl's belt. Immediately she clasped him round the leg and, with Girton carrying out a similar maneuver, she was slowly raised until both men could reach her with their free hands. A mighty heave, and they hauled her into comparative safety on the axle-a wooden crosspiece three inches wide between the land­ ing wheels. One says "comparative safety" advisedly. There was little more than three feet of clearance be­ tween the axle and the base of the plane, and it was still a tossup whether, through the "give" of the springs in landing, anyone on the axle would not be crushed. It was a risk that had to be taken, however, 8 SEPTEMBER 2001

for nothing more could be done. Once more Pangborn changed places with Lund, while Miss Gor­ don clung to the axle in a half-fainting condition. Considering the fearful mental strain she had un­ dergone, her demeanor had been admirable; she had followed the men's attempts to rescue her coolly and intelligently and had done everything she could to help them. It was no wonder that the reaction was now making itself felt. Unfamiliar as he was with the controls of the plane, Lund preferred the more dangerous job of holding Miss Gordon on the landing gear to the task of attempting to land. So, (swarming down), he took his placed beside her while the pilot dropped earthward in slow, wide circles. The management, fearing an acci­ dent when the landing was made, sent a motorcar out onto the field in case the three people clinging to the gear might prefer to try and drop into it as it ran along under the plane. Pangborn, however, perhaps wisely, preferred the risks of a regu­ lar landing, and in a final long swoop he swept over the grass and

came to earth in perfect fashion. The onlookers, released from the restraint of their pent-up emotions, at once surged wildly forward on to the ground, but mounted attendants and armed police drove them back, and an ambulance came dashing up with screeching horn. From underneath the plane crawled three disheveled but almost unhurt figures. The two aviators had taken the slight shock of a perfect landing on their broad backs, and they rose to their feet stiffly, specks of blood on their faces and wrists from cuts caused by the rope from which Rosalie Gordon had been sus­ pended. Daredevil flyers though they were, both they and Pangborn showed the strain of the last half­ hour. All of them were white-faced and trembling. "I was afraid the petrol would give out!" said Pangborn. "I kept circling over a little lake out there; I thought that if we were forced to land it would be better than the ground." He walked over and measured the spirit in his tank, and his face was eloquent. He had just three minutes' supply left! At first the little actress laughed hysterically, but when a friend, Es­ ther Gray, rushed up to her and embraced her, she broke down and cried. So ended one of the biggest thrills and one of the finest exhibitions of heroism in the history of aviation. Few flying men possess sufficient skill to carry out the work of the res­ cue accomplished by Pangborn, Lund, and Girton-fewer still, per­ haps, would have had the courage to attempt it. .....

Seven years later Clyde Pangborn would be world famous for being the pilot on the first nonstop cross­ ing of the Pacific, but in 1924 his cool head helped save a young lady parachutist from certain death.



By Ev


e remember how we found it and the details of that first step in our aviation life. Perhaps that purchase was made under unique circumstances, not simply by writing a check. You may find the story of my "first airplane" similar to yours, you may find it just plain interesting, or you may be start­ ing that search. This story begins shortly after Au­ gust 14,1945, V] Day, the end of World War II. On September 27, that same year, I applied for and was hired as a line boy for Reynolds Flying Service at the New Haven Municipal Airport, near New Haven, Connecticut. I was in high school (Hillhouse High) at that time and would ride my


bicycle to school every day, rain, snow, or shine. Then, to get to work after schoo l I rode it to the airport. I did all the dirty work: sweeping out the hangar and shop, gassing and oil­ ing airplanes, and washing and hand-propping airplanes when neces­ sary. Some were as big as Pratt & Whitney R-985s. I also helped out in the shop with repairs, rib stitching, and doping. Later that month I was on a bus rid­ ing from New Haven to my home in Westville, a suburb of New Haven. As we headed out Edgewood Avenue I happened to look out the window on the right side and nearly went nuts with excitement at what I saw. It was in the yard of the Acme Auto Top Company. As soon as I got home I jump ed onto my bicycle and rode back to see that airplane at Acme. When [ met the owner, Steve, he said he wanted to sell it for $80. He showed me the wings, tail surfaces, and prop, which were in­ side the building. The airplane was a 1929 Com­ mand-Aire 3C-3T, serial number 614, registration number NC901E. It had a Curtiss OX-5 engine, serial number 2116. The wings had silver fabric, the VINTAGE AIRPLANE 9

These two shots are from the collection of Shelby Hagberg and are of the very ship for­ merly owned by then 17-year­ old Ev Cassagneres. It's a 1929 Command-Aire 3C-3T, NC901 E, serial number 614. Taken at Curtiss Field on Long Island, New York. The airplane was painted with silver wings and horizontal tail surface and a red fuselage and rudder.

fuselage was red, and the tail sur­ faces were silver. I was absolutely thrilled to just touch it. I was only 17 years old and wondered how in the world I would ever come up with $80 for the airplane . It was beautiful, even though it most likely needed a complete rebuild to air­ worthy condition. As partial payment for my work as a line boy, I had been taking dual instruction in a Piper J-3C65. I wondered if I could even fly this airplane. At about this time I was also get­ ting into serious bicycle racing through my friend Phil Kittredge, who was already the Connecticut State Junior Champion. He was not a pilot but agreed to be a partner in this endeavor. Between us we came up with $15 as a down payment, which we gave to Steve with a promise to get the rest as soon as we could. I went to work setting pins in lo­ cal bowling alleys and did some caddying at Yale Golf Course, near where I lived, both good jobs for a teenager at that time . Phil and I 10 SEPTEMBER 2001

could not seem to raise enough cash to satisfy the airplane owner, so we lost out on the deal, and he kept the 15 bucks. Of course, we were devastated. In the meantime a local affluent gentleman, who also collected an­ tique automobiles, managed to purchase the Command-Aire. He had it moved out in the country, in the town of Bethany. It sat there, out in a field, with the wings laid out in the grass of an open field, deteriorat­ ing in the elements. Occasionally I would cycle out there to look at it, touch it, and dream or fantasize. On January 21, 1946, the new owner, who knew who I was and that I was interested in the airplane, called me and asked if I was still in­ terested. He said he would sell it on a trade basis. Needless to say, I would come up with something. I happened to have a French-built "Automoto" bicycle that I was quite fond of, but would be willing to part with. It was worth about $80, so we did an even swap. Now I had to find a place to put it and figure out a way

to get it home, about 5 miles. My friend Phil came to the rescue again. You see, my own parents never did own a car or have driver's licenses . Phil had the use of his fa­ ther's 1937 Plymouth four-door car. So we tied the tailskid in the trunk with clothesline rope, and put the wings on the roof, secured with ropes tied all over the place. We started out to drive the 5 miles to my house in Westville. Well, two young sporty guys could­ n't just go straight there, and that would be that, could they? We real­ ized that the local high school was due out at 2:30 in the afternoon. So we just happened to "detour" with all of this interesting cargo over some hills to the school, and we got there just as the students were get­ ting out. Many we knew, and of course we directed our attention mainly to the girls. "So what's the story?" they would ask, and that was all we needed. We, ahem, had just flown down from some exotic place in northern Canada and planned on rebuilding the airplane for some other exotic adventure. It was amaz­ ing how convincing we could be and how gullible they were. We did all of this while wearing an old pair of gog­ gles and a helmet, and with mischievous faces they still believed us, so we let it go at that. We laughed all the way home. The airplane sat in my backyard the rest of the winter as I worked on it, although I really did not know what I was doing. I did get the en­ gine running a couple of times. The sound and smell was exciting, like a concert orchestra to me. My parents gave me a lot of encouragement and enjoyed my project. However, my enthusiasm and fan­ tasy of flight were not to last very long. We lived on the third floor of a three-family house, and the landlord was not at all happy over this "kid" having an airplane in the backyard of our neighborhood. So, it had to go. What to do? We did not own a car, so no garage was available, and I could not find any other suitable

This shot, taken at Curtiss Field as well, clearly shows the split-axle landing gear and Fokker D.vll-styled wing center section, as designed by famed aero engineer Albert Voellmecke.

place for it. So, the bottom line was simple-I had to sell it. And I never even took a picture of it, nor did any of the neighbors. A schoolmate of mine by the name of Billy Gilbert, also a stu­ dent pilot, showed some interest, and he lived in the town of Bethany. That town had a grass runway airport , and it was one of the oldest airports in New Eng­ land, where supposedly American Airlines got started. Famous avia­ tors had flown out of there, names such as Bert Acosta, Clarence Chamberlin, Guss Graff, Jack Tweed, Franklin T. "Hank" Kurt , Bob Noorduyn (Norseman), and Batch Pond (Pond Creams). (The Bethany airport managed to stay in existence until the early 1980s.) On May 29,1946, Billy Gilbert came to the house with a farm rack truck and $30, loaded up the air­ plane, and drove away. That was the last time I saw it, as r stood there and cried. However, I had hidden the propeller in our basement and still

have it as a memento, in addition to a section of wing fabric with the black number NC901E on it. So what became of that old air­ plane? Billy wen t into the Navy, and his parents eventually sold the ship to a local junk and scrap dealer, who was mainly interested in the OX engine. That was the end of it. I searched many years later, but it was gone. Years later I came across many Command-Aire photographs, and the ones shown with this article are all I have of that fond memory. Sometime after that I owned a 1941 Waco UPF-7, which I made my first dollar with by towing signs allover the place out of the Bethany airport, and then a 1936 Ryan ST, and now I have a 1953 Cessna 170B, which I fly often (my first closed-in type). Sometimes for old times' sake r will fly the 170 with helmet and goggles and white scarf and the win­ dows open. See, one never loses the thrill of real flight .

In closing, I can say that if one wants to fly bad enough, one will find a way. It is a healthy disease that can be most appreciated as you feel the wind in your face up in the air over our beautiful countryside. What else do I do now for fun? My new book, The Untold Story of The Spirit Of St. Louis, will be out next year, 2002, the 75th anniver­ sary of Lindbergh's epic flight. This book has been a labor of love for decades, and it will be published by Historic Aviation Books. When that is done I plan to write the history of Command-Aire and also some Connecticut aviation his­ tory. In particular, I'm going to document the stories of the Cairns airplane, the Kimball "Beetle" seven­ cylinder aircraft radial engine, the Scorpion aircraft engine, the Bristol gliders that were manufactured on Edgewood Avenue near the Acme Auto Top Company (see story), and the Bourdon- and Viking-built "Kitty Hawk" airplanes. After that I "may" retire. ..... VINTAGE AIRPLANE 11


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

Restoring an airplane is a lot like flying-hours and hours of some­ times boring work separated by a few moments of stark terror. As one approaches the end of a restoration project, there comes a time for certi­ fication by the FAA, unless the airplane has a permanent airworthi­ ness certificate . Receiving that all-important permanent standard airworthiness certificate is the final objective. This article will give some background on past certification procedures, especially for airplanes that go back to the beginning of government rules and regulations. Government's entry into avia­ tion essentially began with the creation of the Aeronautics Branch of the Department of Commerce. Near the top of the agenda of the new bureaucracy was the certificat­ ing of airplanes, pilots, and, eventually, mechanics. Approved type certificates (ATC) began in March 1927 and continue to this day. Registration numbers were re­ quired and were painted on the wings and tail. The Roman capital letter "N," denoting registration in the United States, followed by the letter "C" for commercial, "X" for 12 SEPTEMBER 2001

experimental, "R" for restricted, and "L" for limited were adopted. Design requirements needed for an ATC were contained in Aeronautics Bulletin 7, later 7A. ATCs were num­ bered sequentially beginning with 1 and ending with 817 (a new ATC numbering system was introduced after n umber 817). The certificating of pilots and, later, mechanics closely followed as the government tried to regulate the beginning of the aviation industry. Obtaining an ATC to manufac­ ture and sell an airplane was costly, even in the early days. Group 2 ap­ provals were awarded to a person or company when only a limited num­ ber of aircraft were to be built, either as a new design or as a modification of an existing airplane being manu­ factured under an ATe. The Group 2 approvals were cheaper and easier to obtain, but design and manufac­ ture were equiva lent to approved type certificates. An important item to remember is that if an airplane was designed to Aeronautics Bulletin 7 or 7A, it still must meet those requirements to­ day . So, for some restorers, a copy of this manual is helpful.

Another bit of information criti­ cal to certification is that there were no permanent airworthiness certifi­ cates in the old days. A representative of the government re -certificated the airplane annu­ ally, and a new airworthiness certificate was issued. The paper­ work f i le in Washington, D.C., became immense. There was a file folder for each registered aircraft, and all hard copy paperwork was meticulously maintained. Even telegrams were retained! Each file folder was a complete diary of the airplane, from owners to inspections and repairs. Some of this data is available today on mi­ crofiche. For most all aircraft, the original hard copy files have been placed on microfiche, and then the hard copy fi les were destroyed. I have seen original files that are still stored in Suitland, Maryland. Most of those files are not on microfiche. ATC data is also known as type design data. Type design data can be found in the Aircraft Listing, En­ gine Listing, and Prope ll er Listing (for fewer than SO airp lanes regis­ tered) and in the Aircraft, Engine, and Propeller Specification Sheets

for the "middle-aged" aircraft. For airplanes of this vintage, this is the only source of data for the re­ storer. If you're really lucky, there may be copies of original factory drawings available as a valuable supplement. However, most of the factory drawings for many antique aircraft have been destroyed. Fortu­ nately for Waco restorers, factory drawings are available. Drawings are invaluable when restoring old airplanes. I searched for the Com­ mand-Aire drawings, but determined that they had all been destroyed. However, in my search I did locate some valuable type de­ sign data from a most unusual source, which might be fuel for an­ other story. In the mid 1930s the aviation in­ dustry continued to grow. By an act of Congress the government cre­ ated the Civil Aeronautics Administration (CAA). The CAA took regulations created by the Aeronautics Branch of the Depart­ ment of Commerce and expanded its bureaucratic role in aviation. It created Civil Aviation Regulations (CAR) and Civil Aviation Manuals (CAM). Requirements of approved type were now contained in the CARs. CAR 3 was certification for small aircraft. Also to appear was the "mechanics bible," CAM 18, which spelled out requirements for major repairs to aircraft. This publi­ cation evolved into the present FAA Advisory Circulars AC43.13-1B and­ 2B, which give data on major

repairs and alterations. The annual re-certificating of air­ craft was still required, and a new airworthiness certificate was given to the owner after the airplane was approved for return to service. As the workload increased, a new method of certificating was created. DeSignated aircraft maintenance in­ spectors (DAM I) were selected to take over the re-certificating duties. These were well-experienced air­

craft and engine (A&E) mechanics that were hand selected by local CAA maintenance inspectors. The airworthiness certificate was still is­ sued every year, but in the mid-1950s, about the time that the Federal Aviation Agency (FAA) came to power, things began to change for airworthiness certificates. They became permanent. The aircraft could be re-certificated every year by a DAMI, and later by an FAA air­ frame and powerplant (A&P) mechanic who holds an inspection authorization (IA). So today, the A&P with IA can return to service annual inspections, many major re­ pairs, and some major alterations. Congress created the Federal Avi­ ation Agency in 1958 . Soon after the word Agency" was dropped in favor of Administration." And government control and bureau­ cracy continued to grow ever larger. While we are on the subject of the FAA, perhaps an easy method to distinguish differences between ma­ jor repairs and major alterations is to apply the following: If the repair returns the aircraft to its original type certificate, af­ fects airworthiness, and cannot be done using elementary techniques, then it is a major repair. If the repair (or modification) al­ ters conformity to the original type design data, then it is a major alteration. If an A&P mechanic cannot ap­ prove a major repair or major alteration, then a "field approval" by an FAA maintenance inspector must be obtained. Sometimes this is more complicated than can be imagined. Maybe a future story on FAA field approvals would prove in­ teresting. If an aircraft has never had a per­ manent airworthiness certificate, then one must be obtained. Here again, the FAA issues this certifi­ cate. To obtain that treasured piece of paper, you must fill out an appli­ II


cation and prove that the airplane conforms to its type certificate. Sometimes this is very difficult. Es­ pecially if the original type design data is incomplete or missing. I have seen file cabinets in FAA head­ quarters with drawers containing type design data. Just like Joe Jupt­ ner's U.S. Civil Aircraft books, each drawer had a folder with the ATC number on top. Some of the folders contained data, while some were empty. When the folder was empty, the FAA had no type design data other than data that was published in Aircraft, Engine, and Propeller Listing, which is not very much. For the coveted permanent air­ worthiness certificate, an FAA representative will conduct a con­ formity inspection. The basis for the inspection could be one or more of the following: FAA Air­ craft, Engine, and Propeller Listing or Specification Sheets, microfiche of original aircraft records contain­ ing airworthiness and registration data, factory drawings (if available), and aircraft and engine operating limitations. In addition, current weight and balance calculations with critical forward and aft loading (if re­ quired), a loading schedule (if required), and appropriate placard­ ing must be included. A list of required, optional, and special equipment must accompany the weight and balance data. And lastly, FAA Form 337 (Major Repair & Ma­ jor Alteration) must be completed by the supervising A&P/IA. Aircraft and engine logbooks must have ap­ propriate entries made, and registration data must be shown. After many months (or should I say years) of restoration work, perhaps that small piece of paper that says PERMANENT AIRWORTHINESS CERTIFICATE-STANDARD is now in your hand. Categories of the air­ worthiness certificate are NORMAL, UTILITY and ACROBATIC. .... VINTAGE AIRPLANE 13

Mike Sleineke

eah, we'll just strip it and paint it. Shouldn't take more than a month.


That's what Ronnie Cox and Greg Davis of Ft. Lauderdale, Florida, said about their 1962 250 Comanche. Sound familiar? That kind of com­ ment is right up there with, "We'll just clean up a few of the instru­ ments," or "Gee, wouldn't it look better with a new windshield?" Not once in the history of vin­ tage/ con tern porary airplanes has anyone: 1. Removed just one part, painted it, and put it right back on without removing a bunch more first. 2. Started to do just one restoration operation, e.g. re-bush the landing gear, and done only that one thing. 3. Taken an engine off, overhauled it, and put it back on, without redo­ ing everything in sight. 4. Reupholstered just the front seats and stopped there. You get the picture. Airplanes are a lot like tar babies, and once you get your fingers into them, they generally suck you in right up to your navel and don ' t let you go until there's nothing left to do. Ronnie and Greg were both look­ ing for a serious cross-country airplane they could use to run from Florida up to Ronnie's summer house in the Michigan islands. Ronnie had owned three Comanches in the past, so that was his bird of choice. For Greg it would be his first airplane ownership. Ronnie had a long history of air­ plane ownership and involvement because his dad was heavily involved in aircraft and used to fly him all over the country. Plus, he owned a long string of airplanes including a PT-19 and " ... a bunch of Pipers, including Tri-Pacers, Pacers, and such." Ronnie started flying, while he was still based in Ohio, in the 1960s, 16 SEPTEMBER


The 2S0-hp six-cylinder Lycoming gives the Comanche Bonanza-rivaling speed (a cruise of 161 to 181 mph) and a useful load carrying capacity of up to 1,200 pounds.

Updated radios and a refurbished interior make the Comanche a comfortable cross-country speedster.

and his wife and son learned to fly from the same CFI who taught both his father and him to fly. Cox, an elec­ trical engineer by training, had started his own en­ gineering business years ago and even worked a Seneca II into it for corpo­ rate transportation, so by the time the 1962 Comanche entered thei r lives, he had 5,500 hours of flying time. He recently sought a change in career and sold his business to fly for a com­ muter airline. Ronnie also had a business build­ ing engines for drag racers that Greg said, " ... really helped, because Ron­ nie just has a feel for what has to be done to a machine mechanically to make it right." Cox enjoyed rebuilding airplanes almost from the beginning, and his total restoration of a Cessna 140 won a Lindy Award as recognition that he was a hands-on kind of guy who farmed out as little of his airplane re­ building projects as possible. However, it was in looking for a little help while his son and he were re­ building his son's Cessna 120 (which also won a Lindy) that he met Greg Davis. "We needed to have some alu­ minum bent to make up a new spar doubler for the 120," Ronnie said, "and someone suggested we contact

this guy on the other side of the field." Ronnie laughed when he said this, in­ dicating something was coming. "We walked in with the original doubler in our hand, which was a lit­ tle crude, and showed it to Greg. This was the first time I'd laid eyes on him," Ronnie said. "He looked at the doubler, threw it down, and said, 'No, I can't make something like this. ' I thought he was joking or something. Then he said, 'If I make it, it'll be better than that.' Greg can be a little cantankerous," and Ronnie Cox laughed again. Greg Davis has run Davis Aircraft Services in Ft. Lauderdale since 1985, and he specializes in doing structural repairs on corporate airplanes. As such, he has developed both the facil­ ity and ability to do practically anything with sheet metal. So, be­ tween Ronnie's mechanical ability and Greg's feeling for sheet metal , there was practically nothing they couldn't do to a little airplane. "I had been part of an RV-4 build­ ing project, but got out of it because I was just too busy flying a friend's Pitts S-2B," Greg explained. "He said I could fly it as much as I wanted, so I started competing, and between that and work, I didn't really have the time to own my own airplane." There was something about the chemistry between the two men that prompted them to want a cross-coun­

try airplane that" ... could carry two guys, 120 gallons of gas, and our bag­ gage." Enter the Comanche. They ran into the airplane in Au­ gust 1992, and ".. .it was a really sad example of the breed, but the price was right and the sheet metal looked good. Also, it had no corrosion." Then they started comparing the logbooks to the actual airplane and found that someone had a fanciful imagination when it came to the defi­ nition of airworthiness directive (AD) compliance. "The Comanche has a bunch of fairly serious, and expen­ sive, ADs," Ronnie pointed out. "Over the years, someone had been signing off the ADs, but not doing them." As they put it, the airplane had about 25 years of "pencil maintenance." "We found a perfect example of how well this airplane was main­ tained when we replaced the tires. One of the tubes was dated 1962 and had been on the airplane since it was built!" Greg said. The airplane had also been landed gear-up at some point in its career. Again, the previous keepers of the logs didn't see fit to mention this lit­ tle incident. "There were a bunch of scab patches on the belly we had to get rid of, and we put new gear doors on it." Their approach to the sheet metal was simple: If a panel needed a repair, they would just replace the panel. "We re-skinned part of the turtledeck VINTAGE AIRPLANE 17


by H.G. Frautschy and Norm Petersen



Sitting on the grass at Lee Bottom Airport near Louisville, Kentucky, Mark and Wendie Paszkiewicz's (VAA 580997) 1946 Aeronca 7DC is ready for a flight in the warm hazy skies along the Ohio River. First delivered as a 7AC to a Phoenix, Arizona, flight school in 1946, with the installation of a Con­ tinental 85-hp engine it became an Aeronca 7De. Partially restored when they bought the project, Mark and Wendie couldn't resist rebuilding some parts. Now they fly the Champ around to local fly-ins and just have fun in it after work!

Posed in the afternoon sunshine of Sky Harbor Airport in Duluth, Minnesota, is a beautiful 1962 Champion 7GCB, N9912Y, serial number 7GCB-133, mounted on an immaculate set of PK­ 1800 floats. Recently re-covered and painted by veteran mechanic Don Macor (VAA 28788) of Duluth, Minnesota, this particular aircraft is quite rare in that it has only 706 hours total time on airframe and engine, has a factory original outside baggage compartment door, and is one of only six 7GCBs remaining on the U.S. Register. In addition, during its entire 39­ year lifespan , only one authorized inspector's name is in the aircraft log­ books-Don Macor! Don reports the airframe was in very good shape with only minor surface rust on a few places. The covering is Ceconite 101 with bu­ tyrate dope in Daytona white, Miami blue, and black trim. Note the seaplane auxiliary fins on the stabilizers, necessary with the added mass of the floats ahead of the CG. Unusual to this model of 150 hp Champion is the outside baggage door on the right side of the fuselage, seen here in the open position and ready for access to the baggage compartment. VINTAGE AIRPLANE


because we removed the beacon. It takes al­ most as long to patch the hole correctly as it does to replace the en­ tire panel, and then you don't have that ugly patch up there." The same thing held true for the cowl­ ing, which they say is a weak point in a Co­ manche. Building a new one consumed an enormous amount of time. "Comanche control surfaces are re­ ally thin, mostly .016 and .020, so it doesn't take much to bend them up. This airplane had apparently seen some hail that was heavy enough to dent the control surfaces, but not the rest of the airplane, so," Greg said, "we re-skinned most of the control surfaces." Early in the project, when the pair realized the airplane was going to take more than simply stripping and painting, they decided on a specific goal. "We wanted to make it a truly modern airplane, almost a new one, so we could depend on it. So, we did everything but de-mate the wing. We removed every single wire and sys­ tem in the entire airplane and rebuilt every part of it," according to Ronnie. "When it came to the avionics," Greg said, "it was really grungy. It had Mark 12 radios in it, and by the time we were done removing layers and layers of old wiring, we took about SO pounds of wires out." Part of making it a modern air­ plane meant building reliability into everything ahead of the firewall. "We put a 260-hp exhaust system on it along with a lightweight starter, new mags, and, most important, we put a new fuel pump on it and had it flow­ checked. We've had some really tragic accidents in the Comanche community because the fuel pump was working, but it wasn't putting out enough to feed the engine at takeoff power." According to the pair, the landing 18 SEPTEMBER 2001

gear is another area that needs careful examination because it wears out quickly. "We pulled every bushing and part of the gear and found that much of it was really sloppy. This makes it hard to rig and contributes to gear collapses. We don't know the history to our airplane's accident, but that could have played a part." Naturally, everything in the inte­ rior was replaced, including a new panel with modern everything, and they installed shoulder harnesses at the same time. To keep their passen­ gers happy, they installed a small TV set with a VCR in the back seat. They also installed a 1/4-inch thick, big windshield and routed the edges down so it would fit flush into the original mounting channels. It took five years to get the air­ plane ready to fly, and then it took another three months to get the pa­ perwork completed. "We filed eight 337s and one field approval. Because I do so many similar things with the corporate aircraft, I just approached this one the same way," Greg Davis said. "I filed them all through a DER (deSignated engineering representa­ tive), but rather than doing them locally, I invited the FAA to come up and take a look at the airplane." They are obviously proud of the FAA's reaction to the way they ap­ proached their project. After they came up the first time, they brought another group of guys up to take a look at it. They told us they wanted everyone in their office to see this be­ II

cause this is the way they like to see an air­ plane and the sup­ porting paperwork done." Seems like there's a lesson for the rest of us in ther e somewhere. Ronnie Cox said, "The Comanche is a great airplane, but like all airplanes, if it needs extensive work, it can be really expensive if you don't do it your­ self. There's an old saying about Piper products, 'Made by farmers, for farmers,' and it's true. The airplane is really easy to work on, but the best thing you can do is make sure you get a good airplane in th e first place." Cox has a number of pOints that he said every wannabe Comanche owner should satisfy before he or she buys a particular airplane. Besides the normal, over-all condition stuff that affects every airplane, there are some specifics, which include: • AD list and compliance-Under­ stand what airworthiness directives affect the airplane and make sure they were actually done. • Gear condition-Look for cracked knuckles and measure as many internal dimensions as pos­ sible. • Gear-up damage-Gear-up land­ ings often crush the structure that the gear motor is attached to. Make sure it was repaired properly. • Flap track condition-The flap tracks wear and need to be carefully checked. • Flap motor-The flap actuation system and especially the motor have to be checked for condition. The Cox/Davis Comanche ha s more than 200 hours on it now, and its owners (or should they be called creators?) say it does exactly what they wanted it to do. It lets them go long distances in comfort, and they have the peace of mind that comes from knowing everything within that airplane was done right. ....


Owner/pilot Mike Foote (VAA 365457) wrote to us concerning his terrific restoration: IIManufactured by Champion Aircraft in 1959/ N8539E began life as a Tri-Champ. In 1983 it was convelted to a tai/drag足 gerl but only 12 short flight hours later life changed dramatically for N8539E when it was severely damaged in a windstorm.

The ownerls initial impression was that it would never fly again. The remains went through several owners, each intent upon restorationl but finding the task a daunting onel each chose instead to pass it along to someone else with more ambition. My tum came in July of 1995. After 15 months ofintense restoration efforts, N8539E became a plane again on October 26 1996. 1 flew the plane from my home base in Olathel Kansas, to Oshkosh in 1997 and had it judged in the Contemporary category. My efforts were rewardedl as the Champion was selected as the Outstanding Champion aircraft for that year. It is still going strong and is just as satisfying to fly today as it was for the first time. II 1

TAYLORCRAFf DC-65 Chet Peek (VAA 13458), author of terrific books such as The First Cub and Resurrection of a Jenny, has got足 ten back into flying after losing his airplanes and Norman, Oklahoma, hangar during a tornado in 1998. Chefs bought Bruce Bixler's Taylor足 craft DC-65. This DC-65 is one of the rare early Taylorcraft Tandems, which had aluminum spars and ribs. A few in the same series became the first Taylorcraft L-2 liaison airplanes. Chefs airplane is finished in the Civilian Training Program's colors of blue and yellow. 20 SEPTEMBER 2001

This month's Mystery Plane is a rare metal plane from the collection of Pete Bowers. Send yo ur answer to: EAA, Vin­ tage Airp lane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your an­ swer needs to be in no later than October 15 for inclusion in the De­ cember issue of Vintage Airplane. You can also send your response via e -m ail. Send your answer to

September Mystery Plane Be s ure to include both your name and address (especially your city and state!) in the body of your not e and put "(Month) Mystery Plane" in the subj ect line. Plenty of you knew the June Mys­ tery Plane, surely one of those "Don't you wish there was just one of th ese left?" kind of airplanes. Here's our first letter:

by H.G. Frautschy

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

Ireland N-2 Nep


G. Sumn er Ireland had been an engineer for Curtiss up to 1926. He later form ed Ireland Aircraft Inc., at Cur­ tiss Field, Garden City, and mark e ted th e Ireland Comet, Meteor, Privateer, and N eptun e. Th e N-2B Neptune (circa 1927) was a four-pla ce amphibian pow­ ered by a 300-hp Wrig ht J-6 , while the N-2C N ep­ tun e wa s a fiv e-pla ce amphibian with a 450-hp P&WWasp. Thomas H. Lymburn Princeton, Minnesota

And more on the various models of the Neptune: The June Mystery Plane is the Am ­ phibians Incorporated Model N-2B or N-2 C with either P&W Wa sp engine or the Wright Whirlwind 300 in th e five- or six-place amphibian. Modifica­ tion s from th e Ireland A ircraft In c. Model ND5-ND6 include strut covers and increas ed bow ang le on th e tip floats and an extended main hull float behind th e step. The three views are from th e Aircraft Yearbook 3- View 22 SEPTEMBER 2001

' .'

:.:.r~ ~;


r-- 7 c




Drawings 1903-1946. Russ Brown Lyndhurst, Ohio With Juptn er's U. S. Civil A ircraft, this one didn 't take long to iden­ tify . Vol. 2 , p ages 151-153, for ATC #153 des crib es th e Irela nd Neptun e N-2B. With enoug h clarity in th e photo to note the license as NC-88K, it's listed as production number 4 3

L ____


and had a 300-hp Wright J-6 engine (affirmed by the long rocker-box eav­ ers) . (Abo ut this time some models were being upgraded with a 450 P&W Wasp for the model N-2C-ATC #248.)

I've always been very appreciative of Joe Juptn er's good coverage of all the ATC'd U.S. aircraft. Over the years I've been building scale models of more ob­ scure aircraft as a hobby. I've drawn many of my plans from photos and di­ mensions in U.S. Civil Aircraft. In fact, I have a plan I drew for the Nep­ tune N-2C, though I've not built it yet. That's why I recognized the June Mys­ tery plane was a Neptune. I lived in Ecuador for about 45 years and made most of the models of jungle hard­ woods in 1:32 scale. Bub Borman

Dallas, Texas

June's Mystery Plane was easy. It is Ireland's Neptune NC-89K, shown on page 143 of u.s. Civil Aircraft, Vol. 3

by Juptner. Both pictures were probably taken the same day. Note the man at left in both pictures, same suit, hat, and tie. Note the taped wire or tube on left wing forward strut. Excuse this old typewriter. I'm 81 and darned ifI'll get a new one now. Good magazine, good association, good people. Thanks. Albert B. Aplin

Chuluota, Florida

Ju st a note to say I think the Jun e Mystery Plane is one of the Ireland Air­ craft Inc. Neptune series. G. Sumner Ireland's ideas on flying boats pre-date this N-2C version by several years, so th e name was not new to aviation. Th e N-2C for the June issue was one of about nine built in late 1929 and the early 1930s. It was powered by a 450-hp Pratt & Whitn ey Wa sp and had a chromoly frame, around which were bulkheads of duralumin to which were fastened

formers and then the outer aluminum skin. Hope this entry will serve to put me in the "winner's circle." But then you always are when you join the VAA. John Kennelley Norwalk, Iowa

Other correct answers were re­ ceived from Frank Abar, Livonia, Michigan; Harry Barker, West Mil­ ford, New Jersey; Owen Bruce, Richardson, Texas; John Beebe, White Stone, Virginia; Ben Bow­ man, Cornwall, Pennsylvania; John E. DeWan, Towanda, Penn­ sylvania; Marty Eisenmann, Alta Lorna, California; Ed Kastner, Elma, New York; William R. Knox, Woodstock, Georgia; Roger L. Miller, Middletown, Ohio; Anna F. Pennington, Wilmington, North Carolina; John Rowles, Bemidji, Minnesota; Wayne Van Valken­ burgh, Jasper, Georgia. ~

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by E.E. "Buck" Hilbert, EAA #21 VAA #5

P.O. Box 424, Union, IL 60180

Feedback on Loose Fabric

We've gotten plenty of com­ ments about the article concerning bulging fabric. While it wasn't part of my column originally, many of you have addressed your comments to me, so I'll check in on the fre­ quency. Before we get to that, I'd like to update you on the status of our Champ airworthiness directive compliance. It went fine, as you may recall reading in my July col­ umn, but a funny thing happened after flying a bit in the rain-the paint we sprayed over the patches has started to come off! Dang! Us­ ing MEK, I thought I'd completely removed the lemon-scented furni­ ture polish I use regularly to clean the leading edges, but I guess I was wrong. The paint on the leading edges is beginning to peel. H.G. and I wonder if they put any sili­ cone in the polish. Doesn't say so on the can, but maybe it's a "secret ingredient." The peeling paint makes the new name (see photo on page 26) for the Champ even more accurate! Let's get on with the loose fabric discussion. 24 SEPTEMBER


First, loose fabric is a hazard for a tightening with a heat gun. Then] couple of reasons. Loose fabric can work it with the iron evenly until] chafe against fairing strips and fas­ can "feel" the right tautness. That's teners, weakening it. If a fabric edge just the right drumming sound and is caught in the slipstream, it can feel. After the first coat of primer ni­ easily be torn away. The results can trate dope, there may be a few slack be disastrous. If it gets tangled up areas. I then go over them again, but with a control surface, it can even never holding the iron in one place cause a loss of control, and at the very long. very least the loose, wildly flapping Every Stinson I re-covered had fabric can be a huge distraction. 'screws on the four stringers on top of Here's what some others had to say. the fuselage from the windshield, back I can't say I agree with everyone's about 3 or 4 feet spaced 3 or 4 inches comments, but it certainly is inter­ apart. ] just looked at three Stinsons esting to see how fabrics are being on our flight line, and they all have applied in shops around the world. the screws. Here's our first note: Don Macor Duluth, Minnesota You must have received a lot of comments about the Stinson's bulging Don's method might work well for him, but I'd hesitate to suggest fabric. I'll give you my 2~ worth. I've re-covered at least four during it to anyone else. In particular, the the past 45 years and dozens of re­ use of a heat gun is prohibited in covering jobs on many types of the Poly-Fiber and other process aircraft. I've used cotton, Irish linen, manuals that deal with the installa­ Ceconite, Razorback, and Stits. I'm tion of Dacron fabric. Uneven heat sticking with Ceconite 101, which [ application is the reason it is dis­ like best. I like the smell of dope, be­ couraged. I'd also point out that sides all the other good features. the Cooper Superflight manual , When I tighten Ceconite I set my among others, highlights the fact iron at 400°F to 450°F. ] do the initial that Dacron fabric will start to m~lt

when heated above 450°F. That's why Don says he does not linger too long when shrinking the fabric with an iron set above 400°F. I just received my July issue of Vin­ tage Airplane. I always look forward to its arriva l. That cover photo of the Stearman is beautiful! Hats off to Jim Koepnick, who does such a great job ofphotographing these old planes. I was drawn to the article on page 4, "Is that Covering too Slack?" I have an uncovered Stinson 108-3 sitting in my garage, so perhaps I can shed some light on some of the details about cov­ ering the Stinson 108 series. In the article, someone said, "I'd be tempted to rib-stitch the fabric to the upper stringers on the fuselage." I'd suggest avoiding that temptation! The Stinson used #4 PK screws to attach the fabric to the ribs and to the stringers above the fuselage. I know because I have a coffee can with hundreds of these screws that I removed from my plane. Above the fuselage there are four hat­ section aluminum stringers. On my Stinson, the fabric was attached to each of these stringers with 10 PK screws at 3-inch intervals, beginning aft of the leading edge and running back just aft of the rear spar. I believe that's how it was done originally. I would not suggest rib-stitching be­ cause the sharp edges of the hat-section stringers would cut the lacing. And of course, there is the matter of legality. Rib-stitching would be a modification from the original construction, certainly not appropriate in this situation. The photo on page 5 shows appar­ ent ballooning of the fabric over the cabin area of the fuselage, but there's more to this than meets the eye. At the Stinson factory, a blanket of fiber­ glass insulation was installed above the cabin. Old photos show this insu­ lation installed above the stringers. I believe the fabric was then attached through the insulation to the stringers with the PK screws. That "puffy look" above the cabin may be caused (at least in part) by the insulation. I've

We had a couple of folks ask if we could show a comparison shot highlighting loose fabric, with the Stinson as an example. In 1999, EAA's crack photo staff took air-to-air photos of a couple of Stinsons. The top photo shows the fabric ballooning above the cabin. In the lower photo the airplane, restored by noted Stinson 108 rebuilder Butch Walsh of Arrington, Virginia, clearly shows the #4 PK (Parker-Kalon) screws that secure the fabric to the cabin roof stringers before the finishing tapes are applied. VINTAGE AIRPLANE


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

seen Stinsons with th e original type insulation that had the "puffy look " while sitting quietly on the ground. Dip Davis is correct that the Stin­ son did not originally cover the tanks on the 108s, though I've seen many restorations with the tanks covered. There can be a bit of a problem with fabric tapes not adhering well to the perimeter of the tanks. In fact, I had a few tapes come loose once on a trip to EAA Chapter 643 's fl y-in at Pittstown, New Jersey, in 1993. A lit­ tle contact cem ent and some help from Chapter 643 got me back home okay. Shortly after that, I decided it was time for a complete re-cover job. Here 's one more item about bal­ looning fabric on the Stinson 108s that I learned from Stinson guru Butch Walsh: The cabin fr esh air intakes are on the leading edge of th e wing (as shown on page 17 of th e March issue of Vintage Airplan e) . Th ese vents feed into a chamber inside the inboard rib bay. This chamber is not sealed very well, so forced air spills out into the wing as well as into the cabin. Taking care to seal this cham­ ber can eliminate some problems with fabric on the inboard portion of th e wing and will provide more fresh air in the cabin. I hope this will contribute to th e 26


200 1

discu ssion. I'm sure there are others out th ere who know more about this than I do . I'd enjoy hearing from any­ one interes ted in Stinson s. I have a website that I call Hangar 9 Aeroworks. It features my project and other information on th e 108-series Stinsons. The URL is: www.hangar9 John Baker Damascus, Maryland Dip and H.G. were the first to agree with the members who wrote and called in to take them to ta sk for not confirming the exact method of attachment used by Stinson. The intent of the original write-up was not to compos e a Stinson maintenance manual , but to highlight the hazards inherent in any fabric job that is not prop­ erly installed. Our comments were meant to elicit a response from the membership, in cluding exp e rts like Butch Walsh. Boy, did they ever respond! Each of us is required to confirm the exact methods us ed by the manufacturer or subsequently ap­ proved modifications and to scrupulously duplicate those meth­ ods. The type certificate, drawings, and other information are oft en

available from the typ e club for your particular model. Don't blindly follow the lead of someone who may have restored the airplane in the past-they ma y have missed something that is required . How many times have you seen a poorly placed inspection hole, onl y to hear , II But that was the way it was in­ stalled on the airplane when I got it! /I Only the factory drawings and any supplemental type certifi­ cates (STC) or other approv ed modifications can change the aircraft's legal configu­ ration , and the method of fabric installation is part of that configu­ ration . As both H.G. and I have pOinted out in the past, the covering sup­ pliers have specific instructions on how their covering methods are to be installed. Since covering with the Poly-Fiber, Cooper Superflight, Ai r- Tech or other processes wer e not included in the type certificate for the airplanes that we were deal­ ing with here, an STC for their installation was obtained by the resp e ctive companies. If their method is not followed, you run the risk of having the covering job re jected by an IA (A&P with in­ spection authorization) mechanic and/or the FAA for not conform­ ing to the STC. If an STC'd part is installed on an aircraft and the methods spelled out in the STC are not followed, the aircraft is un­ airworthy . Un-airworthy aircraft don't have very good resale values, and besides , you can ' t fly them. And that's the point of all of thi s, right? Let ' s get out ther e , do it right, and fly safely. Over to you, f( ~t(d ~


Robert Bowman

Ron Brushwitz .. ... .. ....... .. .. ..Salem, IL

Edmund Smith .... .... ... .Henderson, NY

................ Edmonton, Alberta, Canada

William M. Costello ..... ... Chicago, IL

Matthew E. King ............ ... .Tivoli, NY

Larry E. Levine .. ......... ..... Chicago, IL

Dion Marshall ........ Poughkeepsie, NY

Allan 1. Mirkin ..... .... ..... Wauconda, IL

David E. McIlvaine

Robert Ian Morrison ....................... .Delia, Alberta, Canada Edward A. Campbell

Jerry Szesko .. ..... ... ......... ...Chicago, IL

.... .... .... .... ... ... .. .... ... ...Wadsworth, OH

.... ......... .. ..... ................ Anchorage, AK

James F. Thompson .......... Roberts, IL

Richard Reinhart ...... ..Cincinnati, OH

Sidney E. Mack ... .. ....... ..Phoenix, AZ

Robert Zacek ...... .. .... ..Tinley Park, IL

Glen Tomlinson ........... ...Marlow, OK

John M. Gillespie .... Maple Ridge, BC

Larry L. Murdock .......... Lafayette, IN

Kirby L. Anderson ...... Mattawana, PA

Logan Boles .................... Tiburon, CA

Roger Rigg .. .. .............. Valparaiso, IN

Earl Buck, Sr.. ........... Little Marsh, PA

Pete Bongard ... ...Bermuda Dunes, CA

John 1. Dowd ... ..... .. ........ Syracuse, KS

Robert English ..... .... .... ... Franklin, TN

Tom E. Brown .... ....... .. .Coalinga, CA

Carson V. Baker .. ... ... Crestwood, KY

Charles Hand .............. Clarksville, TN

W. E. Gamble .............. San Diego, CA

David Hunt .. ................ Louisville, KY

William 1. Lange ........ Clarksville, TN

Serge Genitempo .... ..... ...Burbank, CA Harold A. Campbell ..... ...Bethany, LA

John Bell .. ......... .. ... ..... .Ft. Worth, TX

Harold Holienbeck ..... .. ..... Elverta, CA

Teny Doehling ... ........ ... Lafayette, LA

Lewis R. Fisher. ....... Friendswood, TX

Jeff Moffatt ... ...... ... ........ San Jose, CA

David T. Healey .... .... .. Lynnfield, MA

Thomas P. Jacomini .. .. .... Houston, TX

Mike Petry ... ..... ............ ..Fontana, CA

Michael R. Rome .......... Walpole, MA

Carla Payne .......... .. ... .Fort Worth, TX

Donald Ridenour ... ... Sacramento, CA

Josephine M. Clark

Richard P. Reitz ... ..... .. ....Houston, TX

Joseph Scheimer ........ Gold River, CA

.. ........ .. .............. ... ...Traverse City, MI

Kenneth Rucker ... ..... .... ....Rhome, TX

Mike Sheehan .... .... ........ Carlsbad, CA

Melvin 1. Hutchinson ..... ... .. Alma, MI

1. Michael Spraggins ..Fort Worth, TX

Craig 1. Tabery

David Johnson .... .. .... South Haven, MI

Charles H. Swartz ..... .. .... ..... Katy, TX

... ....... ... ......... ...... Foot Hill Ranch, CA

Brandon W. Robinson ...... Homer, MI

Walter Petersen .... ....Falis Church, VA

Tammy Williamson .. .. Brentwood, CA

Dennis Sumner ..... ... .......... Canton, MI

Alan Barnard ....... ...Port Angeles, W A

Steven Semenuk ........ Wilmington , DE

Gregory T. Hitchcock

Raymond E. Dean ....... ...Yakima, WA

Gregory T. Davis

.......... ...................... Bloomington ,MN Sandra D. Hughes ......... ... .. Lacey, WA

....... ... ............ ...... Fort Lauderdale, FL

Don Parsons ................ St. Peters, MO

Ted Kenoyer ... .. .... ........... Seattle, WA

James E. Hall .................... Naples, FL

John M. Zook ...... ....... .Theodosia, MO

Alan K. Macon ..East Wenatchee, WA

James F. Miller, III

Russell Melvin ...... .... .... ... .Oxford , MS

Dennis McCormick ....Mc Kenna, WA

...................... .. .... ..Boynton Beach, FL

Dale W. Weaver.. ....... .... ...Macon, MS

Jon T. Salisbury ............ BuckIey, WA

Nelson Thomas ................ Margate, FL

Dana Narkunas .......... Franklinton, NC

Bernie Sanders ........ Federal Way, WA

Scott E. Solberg

Deirdre Strickland ... ..... Charlotte, NC

Curt Tronsdal ....... ......... Conway, WA

... ... .... .. ......... ......... Lawrenceville, GA

Stephen F. Christy .......... Lebanon, NH

Charles Wilson .. ... ...Woodinville, WA

Bryce D. Ulmer ... ..... Stockbridge, GA

Francis O 'Hara ... ......... Sea Bright, NJ

Danny 1. Forsberg ....... .Iron Ridge, WI

Dan Hassenger. ........... .. Sioux City, IA

Burt Cosgrove ........ Albuquerque, NM

Wyatt V. Hadorn .. ... ....... Augusta, WI

Charles L. Farrey .... ..... ..... .... Athol , ID

Steve Hamilton ... ... ..Carson City, NV

Ronald Kaziukewicz ...... Superior, WI

Edwin F. Bobeng .. ........ ........ Elgin, IL

Bob D. Howell .... ........ .. ..... . Reno, NY

Dr. John A. Whipp ......... .Lander, WY



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

Fly- In Calendar


"I couldn't have won these swell trophies without Poly-Fiber!" Roscoe Turner - Famous Race Pilot

ell, OK. .. maybe he didn't actually say that. .. but we bet he would have if Poly-Fiber had been around in the '30s. His plane wou ld have been lighter and stronger, too, and the chance of fire would have been greatly reduced because Poly-Fiber won't support combustion. Not only that, but Gilmore's playful claw holes would have been easy to repair. Sorry, Roscoe.


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Ohio 10th Annual Fly-In. John '$ Landing Airfield. 8 a.m - 5 p.m. Breakfast and lunch,free participa­ tion plaques. Rain date Sept. 30th. Info : 740/453-6889 or 740/455-9900. OCTOBER 5- 7 - DarlingtOlI, SC - VAA Chapter 3 Fall Fly-In. All welcome. Speaker on Saturday is Ken Hyde, Director ofthe Wright Flyer replica project. Info: 919/225-0713 or Fax 757/873-3059. OCTOBER 5-7 - Evergreen, AL -1 1th Annual EAA South East Regional Fly-In. On field campground, showers,food,jlying &fun. Info: OCTOBER 6-7 - Toughkenamon, PA - 31st EAA East Coast Regional Fly-In. New Garden Flying Field (N57). 25 miles west ofPhiladelphia. Clas­ sics welcome, awards, plenty offood all day. For fun , come dressed in your yesteryear aviation at­ tire. Info: 302/894-1094. OCTOBER 6- 7 - Rutland, VT - Rutland State air­ port. EAA Ch. 968 's 11 th Leafpeepers Fly-1n Breakfast. Come see the fall colors in the Green Mountains of Vermont. Info: 802/492-3647. OCTOBER 13 - Hampton, NH - VAA Ch. 15 Pump­ kin Patch Fly-In and Pancake Breakfast, Hampton Ai/field. Rain date Oct. 14. 1nfo: 603/964-6749. OCTOBER 13-/4 - Winchester, VA - EAA Ch. 186 Fall Fly-In, Winchester Regional Airport (OKV), 8 a.m.-5 p.m. Pancake breakfast 8-1 I a.m. Static display ofaircraft; airplane and helicopter rides, demos, aircraft judging, children's play area, and more. Concessions, sOllvenirs, good food. Info: Ms. Tangy Mooney 703/ 780-6329 or EAA OCTOBER 13-/4 - Alliance, OH - Military Vehicle Show and Fly-In at Alliance-Barber Airport (2D1) put on by Marlboro Volunteers, Inc. Military dis­ plays, reenactments &jly-bys. Info: 330/823-1168 or

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AIRCRAFT Enjoy the many benefits ofBAA and the BAA Vintage Aircraft Association ASSOCIATION


EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

OFFICERS Presldenl Esple 'Butch' Joyce P.O. Box 35584 Greensboro. NC 27425 336/393-0344

Vlce-Presldenl George Daubner 2448 Lough Lane

Harllord. WI 53027


Secrelary Steve Nessa 2fXJ'I Highland Ave. Albert Lea. MN 5IflJ7 flJ7/373-1674

Treasurer Chanes w. Harris 7215 Easl46lh SI. Tulsa. OK 74147 918/622-8400

DIRECTORS David Benne" P.O. Box 1188 Roseville. CA 95678 916/645-Q926

Jeannie Hili P.O. Box 328

Harvard. IL 60033

815/943-7205 dinghao@owc.nel

Robert C. 'Bob' Brauer 9345 S. Hoyne

Sieve Krog 1002 Healher Ln. Harllord. WI 53027 262/966-7627

John Berendt 7645 Echo Polnl Rd. Connon fal~. MN 55009 flJ7/263-2414

l!abert D. 'Bob' Lumley 1265 Soulh I 241h SI. Brookfield. WI 53005 262/782-2633

John S. Copeland I A Deacon Sireet North~~~:}t~ 01532

Gene Morris 5936 Steve Court Roanoke. TX 76262 817/491-9110


Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://www, and http://www,airventure,org E-Mail: vintage @eaa,org

EAA and Division Membership Services 800-843-3612 ",',',',"" FAX 920-426-6761 (8:00 AM -7:00 PM Monday- Friday CST) • Newlrenew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAF!)

• Address changes • Merchandise sal es • Gift m emberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory .............................. 732-885-6711 Auto Fuel STCs ......... . ...... 920-426-4843 Build/restore information ...... 920-426-4821 Chapters: locating/organizing .. 920-426-4876 Education ............. . ..... .. 920-426-6815 • EAA Air Academy • EAA Scholarships

Roger Gomoll

3~';;}~~~:'~~ flJ7/288-2810 Dale A. Gustafson 7724 Shady Hills Dr. Indlancpol~. IN 46278 317/293-4430 Geoff Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724 S.H. "Wes" Schmid 2359 Leleber Aveooe

Wouwatosa. WI 53213




Gene Chase 2159 Canton Rd. Oshkosh. WI 54904 920/231-fIJ02


1429 Kings Lynn Rd


E.E. "Buck' Hilbert P.O. Box 424 Unlon. IL 60180 815/923-4591

Membership in the Experimental Aircraft Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an addi­ tional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for

Foreign Postage,)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga­ zine for an additional $36 per year. EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EM Vintage Air­ craft Associat ion is available for $46 per year (SPORT AVIATION magazine not included), (Add

$7 for Foreign Postage,)



Alan Shackleton

P.O. Box 656

Sugar Grove. IL 60554-0656



Current EM members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EAA Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is

Steve Bender 815 Airport Road Roancke. TX 76262 817/491-4700

Dave Clark

635 Vestal Lane

Plalnfteld.IN 46168


Benefits Aircraft Financing (Textron) .. . . . 800-851-1367 AVA ........... . ... _.... . ..... 800-727-3823 AVEMCO . .. . . .......... . ..... 800-638-8440 Term Life and Accidental ....... 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/photo; advertising information 920-426-4825 , , , , , • , , , , , , , FAX 920-426-4828 EAA Aviation Foundation Artifact Donations . ............ 920-426-4877 Financial Support ...... , ...... 800-236-1025


Dean Richardson

Phil Coulson 28415 Springbrook Dr. Lawton. M149065 616/624-6490 rcou~

Flight Advisors information ..... 920-426-6522 Flight Instructor information .. . 920-426-6801 Flying Start Program , " " , ,.",920-426-6847 Library Services/Research. _.... 920-426-4848 Medical Questions ............. 920-426-4821 Technical Counselors .. .. , . . ... 920-426-4821 Young Eagles .... . ............. 920-426-4831

available for $50 per year (SPORT AVIATION mag­ azine not included) . (Add $10 for Foreign


WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign



Curren t EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year. EAA Membership and EAA EXPERIMENTER mag­ azine is available for $30 per year (SPORT AVIATION magazine not inciuded).(Add $8 for For­

eign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

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

Copyright ©2 001 by Ihe EM Vintage Aircraft Association

All rights reserved.

VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is pul>ished and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Avialion Center. 3000

Poberezny Rd., P.O. Box 3086. Oshkosh, Wiscon~n 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addnional mailing offices. POSTMASTER: Send address changes to EM Vintage Aircraft Association,

P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow alleast two monlhs for delivery at VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtalned through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submtt stories and photographs. Policy apnions expressed in articles are solely those of the authors. Respon~l>lity for accuracy in reporting rests entirely with the contributor. No renumeralion is made. Material shoold be sent to: Ednor, VINTAGE AIRPLANE, P.O. Box 3086. Oshkosh, WI 54903-3086. Phone 9201426-4800. The words EM. ULTRAliGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM. EAA INTERNATIONAL CONVENTION, EM VINTAGE AIRCRAFT ASSOCIATION, INTERNA­ TIONAL AEROBATIC CLUB, WARBIRDS Of AMERICA are ® registered trademarl<s. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION, EAA ULTRALIGHT CONVENTION and EAA AirYenture are trade­ marks of the above associations and their use by any person other than the above association is strictly prohibited.



Phi' and Debbie U'rich Punta Gorda, FL Owners of Classic

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

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


"Being in the 'ride' business and operating a 1940 Waco UPF-~ it's not

AUA's Exclusive EAA Vintage Aircraft Assoc. Insurance Program

always easy to obtain adequate


insurance coverage, but AU A, Inc. has provided exceptional service and saved

To become a

member of the

Lower liability and hull premiums Medical payments included

us hundreds of dollars. The staff has

Fleet discounts for multiple aircraft carrying all risk coverages

always gone that extra mile to help in

No hand-propping exclusion

any way they can . Thank you, AUA!"

- Phil Ulrich

Vintage Aircraft

No age penalty No component parts endorsements Discounts for claim-free renewals carrying all risk coverages

Association call The best is affordable.


Give AUA a call - it's FREE!


We're Better Together.

800-727-3823 Fly with the pros.. .fly with AUA Inc.