VA-Vol-30-No-3-March-2002

VOL. 30, No. 3

MARCH 2002

SPORT PILOT NEWLETTER ENCLOSED WITH THIS ISSUE. STRAIGHT & LEVELlButchjoyce

2 VAA NEWS/H.G. Frautschy 4 MYSTERY PLANE/H.G.Frautschy 6 CAN I JUST MAKE MINE EXPERIMENTAL? /joe Norris LITTLE BIG PLANE/ArtRink

8

10 THIRTY-THREE AND A HALF HOURS /john M. Miller

11 /Giles Henderson

12 IT FLEW TOO WELL?/HankPalmer 14 IT'S A STEARMAN ... ISN'T IT? !Budd Davisson

20 22 TYPE CLUB NOTES 24 CALENDAR 26 NEW MEMBERS 27 CLASSIFIED ADS

III

30 VAA MERCHANDISE

WWW.VINTAGEAIRCRAFT.ORG

Publisher

TOM POBEREZNY

Edltor-In-Clder

scon SPANGLER

Executive mrector, Editor

HENRY G. FRAUTSCHY

VAA Administrative Assistant THERESA BOOKS Executive Editor

MIKE DIFRISCO

Contributing Editors

JOHN UNDERWOOD BUDD DAVISSON

Graphic Designer

OLIVIA L. PHILLIP

PllOtography Staff

JIM KOEPNICK LEEANN ABRAMS

AdvertlslngJEdltorial Assistant ISABELLE WISKE

5

Be

EL

BY ESP IE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

Sun 'n Fun Reflections In March some early flowers start blooming here in North Carolina. March also means it's time for Norma and me to begin getting ready to attend the Sun 'n Fun EAA Fly-In at Lakeland, Florida. This year will be different. One of my favorite parts about this great event is the friends you get to see. I have always enjoyed the repeated visits during the week with my good friend Leonard McGinty. This year that will not be possi­ ble. Leonard passed away early last month after having a heart attack. He was traveling to Martinsville, Virginia, to pick up an airplane to rebuild, a project he and his son were to do together. Leonard was always a wonderful southern gentle­ man, a great promoter of aviation, a strong supporter of the EAA, and one of the original founders of what is now the Sun 'n Fun organization. People say that you remember the bad times and not the good ones­ well, this will not be the case with Leonard, as I only had good times with him. Thanks, Leonard. Our condolences to his wife, Lena, and the McGinty family. Helen Caruso sent me a note to inform me that Fred Kirk had passed away during the month of Decem­ ber. Fred was 93 and still actively flying. Most of you may remember Fred. On the front row of the An­ tique area of EAA AirVenture Oshkosh each year he was the tall, thin guy who sat with Helen under the wing of his beautiful, red Howard DGA-15. Fred earned his pi­ lot certificate in 1930. I have started getting ready to at­ tend the Sun 'n Fun EAA Fly-In. For

most folks, the event is a sure sign that spring is just around the corner. Just as I mentioned that the flowers were starting to bloom here, the weatherman informed everyone that tonight the temperature would be down to 15 degrees, with snow forecast in the mountains of North Carolina. I never look for really de­ pendable weather until after Easter. Sun 'n Fun will be the first fly-in where our new added group of air­ craft will be judged. Remember, we've now added those aircraft manufactured in 1966 to the Con­ temporary judging category. Ray Olcott, who's in charge of the vin­ tage area parking at Sun 'n Fun, is aware of this change, and will be welcoming these new aircraft. Ray has been a longtime supporter of the vintage aircraft movement. A number of years ago he and I served on the EAA Antique/Classic Board of Directors together. He and his wife, Jo, were key volunteers at EAA AirVenture for many years. Ray now serves as a director for Sun 'n Fun, and Ray and Jo are key volunteers for Sun 'n Fun. Their service to that fly-in, EAA, and to the Vintage Aircraft Association has been long-running and is very much appreciated. In any event, a number of people based at my home airport are prepar­ ing their aircraft for the trip to Florida. As I do every year, I'd ask that each of you approach the coming fly­ ing season with deliberate planning. When your aircraft has been stored for the winter, you should be extra careful when returning your pride and joy back to the airways. Extend this level of concern to your

piloting skills, too . I've set up the time frame for my annual inspec­ tion of the Baron and the Luscombe to be completed during the month of January. Then I schedule an in­ strument proficiency checkride in late February. I understand there are all kinds of skill levels in our pilot community. We all need to take our responsibility to the public seriously, and I'd like to extend my thanks to each of you in advance for your cau­ tion in that regard. Dust off your aircraft and head to Florida to have some fun in the sun at Sun 'n Fun; I plan on being there to enjoy the time with you. You'll have plenty to see and do, plus it will be a prime spot to get up to speed on the FAA's proposed rules regarding the certification of aircraft and airmen for the operation of light-sport aircraft. EAA views this NPRM as one of the most important initiatives presented within the past decade, and it's asked us to include, at no additional cost to you or to the Division, the EAA Sport Pilot newsletter in the next two issues of Vintage Airplane. I urge you to read both newsletters thoroughly and to make appropriate comments about the NPRM to the FAA. The newslet­ ter is bound in the center of this issue of Vintage Airplane, and we've included some additional informa­ tion within VAA News on page 3. 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

VAA NEWS COMPILED BY H.G. FRAUTSCHY

EAA's SPIRIT OF ST. LOUIS REPLICA IN NATIONAL SPOTLIGHT FOR LINDBERGH FLIGHT 75TH ANNIVERSARY EAA's replica of Charles Lindbergh's Spirit of St. Louis will be in the national spotlight this spring during this year's commemoration of the 75th anniversary of his historic solo flight from New York to Paris. In May 2002 EAA's replica airplane will be part of The Lindbergh Foundation's national schedule of events that celebrate the 1927 flight that captured the world's imagination. On May 10-11, the airplane will be in St. Louis, Missouri, to re-create the arrival of the original airplane in that city from Ryan Aircraft Company in San Diego, California. It will then fly to New York City to participate in re-enactment festivities on May 18-20, marking the 75th anniversary of Lindbergh's departure from New York's Roosevelt Field en route to Europe. At the same time, a "real-time" re-creation of Lindbergh's 33-1/2 hour flight will be taking place at the EAA AirVenture Museum in Oshkosh, using the museum's Operation Aviation flight simulators. This re-enactment will begin on May 20 and operate continuously through the night and into the evening of May 21, 75 years to the day when Lindbergh touched down at Le Bourget Airfield in Paris. "There are few events over the past century that completely captured the world's attention as thoroughly as Charles Lindbergh's solo flight across the Atlantic," said Adam Smith, EAA AirVenture Museum director. "This achievement is something that should be celebrated for what it meant to aviation as well as how it brought the world closer together through 2

MARCH

2002

air travel." EAA's commemoration of Lindbergh's flight, supported by a grant from the Ryan Foundation, begins May 4-5 with the opening of the EAA AirVenture Museum's Pioneer Airport. The Spirit of St. Louis replica will be used for flying demonstrations as well as historical presentations on the ground. Following its appearances at St. Louis and New York, the Spirit replica will stop at the U.S. Air Force Museum in Dayton, Ohio (May 25-26), before returning to Oshkosh for EAA's Family Flight and Balloon Festival June 1-2. The aircraft will then travel to West Bend, Wisconsin Gune 1416); a St. Louis air show (July 4-7); EAA AirVenture Oshkosh 2002 (July 23-29); Lindbergh's boyhood home in Little Falls, Minnesota (August 9-11); and the Kansas City, Missouri, Aviation Expo (August 17). At the same time, more special activities are scheduled at the EAA AirVenture Museum. Those include a special screening of the film The Spirit of st. Louis starring Jimmy Stewart (May 20) and a Spirit of St. Louis ground-school session (Oc tober 11-l3). Other activities will be announced as they are finalized. The EAA Aviation Foundation has a long tradition of celebrating Lindbergh's pioneering flight. On the 50th anniversary of the journey in 1977 , EAA's original Spirit of St. Louis replica re-created the North American tour flown by Lindbergh upon his return to America in 1927. On the 60th anniversary in 1987, EAA's replica was shipped to Paris and landed at Le Bourget exactly 60 years to the day from when Lindbergh's original airplane touched down in Europe.

FRONT COVER: Well, I'm pretty sure I saw a Stearman ... Dave and Peggy Bates earned a ChampionCustomized Bronze Lindy at EAA AirVenture Oshkosh 2001 for their beautifully customized Boeing Stearman. EAA photo by Jim Koepnick, shot with a Canon EOSIn equipped with an 80-200 mm lens on 100 ASA Fuji slide film. EAA Cessna 210 photo plane flown by Bruce Moore.

BACK COVER: They made only 26 of them, and this was one of only three flying in 1994 when EAA photographer Jim Koepnick captured this 1964 Champion Lancer restored by Bob Herman. Intended to be a light, inexpensive twin-engine training airplane, the Lancer is powered by a pair of 100-hp 0-200 Continental engines driving fixed-pitch props. Certainly, each of EAA's judging categories has its own brand of rare, unique airplanes.

BUCK'S VACATION Our resident sage, Buck Hilbert, certainly has earned his editorial stripes over the years, and this year he took an extended vacation during the winter months. His column will be on hiatus for this issue, but don 't worry-I'm sure he'll have plenty to say when he gets back!

PRE-1980 EAA MEMORABILIA DONATIONS SOUGHT Do you have an EAA item or artifact you'd like to see expertly preserved and displayed by the world-renowned EAA AirVenture Museum? If so, the folks at the museum would like to hear from you. Our staff is actively soliciting donations of memorabilia for two purposes: to create a special golden anniversary display in honor of the 50th AirVenture this summer and to more accurately and authentically docu-

ment the history of EAA for future gen­ erations. "We are looking for artifacts re­ lating to EAA and EAA fly-in conventions, in particular those prior to 1980," said Curator of Collections Ron Twellman. Items from the very early days of EAA (1953-1970) are especially sought, including EAA-re­ lated souvenirs, clothing (hats, jackets, T-shirts, sweatshirts), and convention-related ephemera (pins, patches, decals, posters). Items not needed include EAA maga­ zines/programs (unless you have some of the earliest mimeographed Experi­ menters from 1953) and trophies/plaques awarded to fly-in participants. Because we cannot guarantee the return of unso­ licited items and are not looking for loaned items, please check with Ron be­ fore sending anything to EAA. You can reach him at 920/426-5917 or via e-mail at rtwellman@eaa.org.

FLYING COMMERCIAL TO AIRVENTURE? Special airfare discounts are now available for EAA members and others who plan to attend EAA AirVenture Oshkosh 2002. The 50th annual avia­ tion gathering will be held July 23-29 at Wittman Regional Airport in Oshkosh. EAA AirVenture discounts are ava il­ able from the folJowing airlines (be sure to refer to the proper file number when requesting the discounts): American (800/433-1790): 5 percent off published fares; 60 days in advance is 10 percent off during travel from July 10 to August 7; arrival cities are Green Bay, Milwaukee; and Chicago; File No. A6072AG Delta (800/241-6760): 5 percent off published fares; 60 days in advance is 10 percent off during travel from July 13 to August 5; arrival cities are Apple­ ton, Milwaukee, Chicago (ORO and MOW), and South Bend, Indiana; File No. 185511A Midwest Express (800/452-2022): 8 percent off published fares; 60 days in advance is 12 percent off during travel from July 13 to August 5; arrival cities are Appleton and Milwaukee; File No. CMZ1164

Northwest (800/328-1111): 5 percent off published fares; 60 days in advance is 10 percent off during travel from July 10 to August 8; arrival cities are Apple­ ton, Green Bay, and Milwaukee; File No. NYQSS United (800/521-4041): 5 percent off published fares; 60 days in advance is 10 percent off during travel from July 13 to August 6; arrival cities are Oshkosh, Appleton, Milwaukee, Green Bay, and Chicago: File No. 501ZR

SO...HAVE YOU GOT THE RIGHT

STUFF? EAA's Pioneer Airport is seeking qualified tailwheel pilots to volunteer one weekend a month from May to October, or several days during the

week. Adjacent to the EAA Aviation Center in Oshkosh, Wisconsin, Pioneer Airport re-creates the golden age of avi­ ation with period hangars clustered around a grass strip, and the pilots will be Hying classic vintage aircraft like the Travel Air E-4000 and Waco YKS-7. To be considered pilots must hold a commercial pilot certificate and sec­ ond-class medical , have extensive tailwheel experience, and meet EAA's minimum flight experience require­ ments. Flight time minimums and volunteer duties are posted on EAA's website at www.eaa.org. Ifyou·rein­ terested, send your resume to EAA Flight Operations, Attn: Pioneer Pilot Screening, 1145 W. 20th Ave., Oshkosh, WI 54902.

EAA SPORT PILOT NEWSLETTER Bound in the center of this month's magazine is a special informational newsletter created and published by EAA. The newsletter, the cost of which has been covered by EAA, will help you under­ stand the many facets of the FAA's proposed rules regarding the certification of aircraft and airmen for the operation of light-sport aircraft. While intended to cover the operation of some homebuilt and newly certificated aircraft that meet the specifications of the proposed rule, sections of this proposed rule will allow a portion of the current fleet of antique and classic aircraft to be operated under these new rules. For those of us who fly these types of aircraft, and who operate under Part 91, be sure to look at page 7 of the newslet­ ter and read the short chapter that discusses the minor changes to other FAA regulations. We can't stress too strongly the proper answer when referring to the medical re­ quirements of the proposed sport pilot certificate. Yes, there is a requirement, and it's tied directly to your ability to hold a current driver's license and have no ex­ isting medical condition that could preclude your operating any motor vehi­ cle. All pilots must adhere to FAR 61.53, "Prohibition on Operations During Med­ ical Deficiency, " which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any

medical condition, or are taking medica­ tion or receiving treatment for a medical condition, that would prevent them from having a safe flight. After the newsletter was printed, but just prior to going to press with this issue of Vintage Airplane, we found an error on page 4 in the paragraph related to operat­ ing a light-sport aircraft certificated in a category not listed on your private pilot certificate (powered parachute and weight-shift contrOl). That paragraph should read: If you want to fly a light-sport aircraft of a different category/class, you must receive and log ground and flight training from a sport pilot instructor, and then complete a proficiency check adminis­ tered by a different instructor. Following the successful completion of the profi­ ciency check, the second instructor will make a logbook endorsement for the ap­ propriate category/class. EAA will also be supplying a copy of the next issue of the EAA Sport Pilot newsletter in the April issue of Vintage Airplane. In that issue, EAA will provide its evaluation of the NPRM. We'd also encourage you to visit EAA's sport pilot website at www.sportpilot.org. The NPRM ' s 90-day comment period ends on May 6 , 2002. To make com­ ments to the FAA about the NPRM, please follow the guidelines listed on the last page of the newsletter. VINTAGE AIRPLANE

3

:MYSTERY '

PLA BY

H .G .

FRA UTSC H Y

While certainly not unknown, the December Mystery Plane isn't one you see on the antique fly-in circuit, at least not yet. Here's our first letter: The December Mystery Plane would appear to be an Alexander Ea­ glerock Combo-Wing with a 90-hp OX-5 or 100-hp OXX-6 engine. The Alexander Film Company got into the aircraft business when it formed Alexander Aircraft in Denver in April 1925. The Eaglerock, designed by Daniel Noonan and assisted by Al­ bert Mooney, appeared in August 1925. About 455 OX-powered Eagle­ rocks were built by 1928 when the company moved to Colorado Springs. Further aircraft appeared with Whirlwind, Salmson, Hispano,

4

MARCH 2002

E Siemens, and Comet engines. Alexander went under in 1931. The Eaglerock was the first OX-5 powered lightplane to receive a type certificate. The Combo-Wing was cer­ tificated as ATC No.7 in April 1927. Thanks for the fun. Just out of cu­ riosity, how many Eaglerocks still exist? Tomas H. Lymburn Princeton, Minnesota According to the FAA's electronic database, available at www.land­ ings.com, only two Long- Wings are registered, with the last registration activity in the mid-J980s. Three Combo- Wings are registered, and one of them is in the collection of the Mu­ seum ofFlight in Seattle, Washington. The other two are registered to private

owners, and we expect that at least one will be flying in the upper Mid­ west. As sometimes happens with old type certificates, the airplanes in the FAA database don 't list Alexander as the manufacturer, but rather the last holder of the type certificate, Aircraft Mechanics Inc.

I realize I'm more than late in identifying the Mystery Plane. That trick with the door edges is clever! I couldn't believe that I would find a combination wing Eaglerock in a Mystery column. Doesn't everybody recognize that? But then I thought maybe it could be only me! I'm old enough-and maybe we have mostly young read­ ers. That one-a combination wing-was pretty early and was probably manufactured in Engle­ wood, Colorado, before the tragic fire. The original design avoided the odd slant of the struts by having a few additional feet on the lower wing. And beginning with the Model A, it was changed to incorpo­ rate a center section, and both wings on each side were the same length. Through the 1920s I was growing up in Fort Collins, Colorado, and was able to visit the fields around Denver and Colorado Springs. Go ahead-ask me about an Eaglerock. I

MARCH MYSTERY PLANE

THIS MONTH'S MySTERY PLANE COMES TO US VIA THE COLLECTION OF JAMES MARTIN OF SOUTH BEND, INDIANA.

SEND YOUR ANSWER TO:

EAA,

VINTAGE

AIRPLANE, P.O. Box 3086 , OSHKOSH , WI

54903-3086 . YOUR ANSWER NEEDS TO

BE SURE TO INCLUDE BOTH YOUR NAME

BE IN NO lATER THAN APRil 10 FOR IN-

AND ADDRESS (ESPECIAllY YOUR CITY AND

CLUSION IN THE JUNE 2002 ISSUE OF

STATE!) IN THE BODY OF YOUR NOTE AND

VINTAGE AIRPLANE. You CAN ALSO SEND YOUR RESPONSE

have pictures of most models. R.H. Osborne (Dick) Colorado Springs, Colorado I recently published a book, Wings North: Wausau's Aviation History, which includes information relating to Alexander Eaglerocks in Wisconsin. The Hall Aircraft Corp., Wausau, was the Eaglerock distributor for all of Wisconsin in the late 1920s, and I have numerous photographs of their Eaglerocks at Wausau. Among my collection, but not in the book, is a photo taken on April 13, 1928, of a group of Chrysler Corp. executives next to an Eaglerock in exactly the same location, in front of the very same hangar as in your photo (left). Mark Hubbard, president of Hall Aircraft Corp., and A.T. Tracy, sales manager for Hall Garage Inc ., a Chrysler dealer, are briefing them. It appears to me that the man on the left in your photo is Mark Hubbard, probably on a sales or delivery trip to Milwaukee. Above my desk I have a framed piece of original fabric with the handpainted Eaglerock logo, salvaged by Irv Hall from the rudder of a damaged Eaglerock. Robert C. Wylie Wausau, Wisconsin

VIA E-MAil . SEND YOUR ANSWER TO

vintage@eaa.org.

The best reference for Eaglerock history is The A lexander Eaglerock: A History of the Alexander A ircraft Company, written by Col. John A. deVries and published by Wolfgang Publishing, Colorado Springs, Colorado, in 1985. There have been other articles and mentions in several books. The Eaglerock can be found in Vol. 1 of Juptner's U.S. Civil Aircraft. The combo-wing Eaglerock received ATC 7, and the long-wing is ATC 8. Later models can be found listed under ATCs 57, 58,59, 139,141, and 190. The November 1973 issue of EAA Sport Aviation contains an article entitled, "A n Alexander What?" by Jack Cox. The Eaglerock is easily identifiable by the inward slanting wing struts, the cowling design enclosing the OX-5 engine, which powered most of them, and the radiator location under the aft end of the cowling. It is identified as a combowing because the lower wing panels are shorter than the upper wing. All Eaglerock wing panels have a constant chord, with identical rib sections. The only difference is length . This approach simplified manufacturing and maintenance.

PUT "( MONTH) MYSTERY PLANE" IN THE SUBJECT LINE.

The original wing configuration, or long-Wing, used 18-foot wing panels, and because of the 2-foot width of the fuselage at the lower wing attach point, the overall span for the lower wing was 38 feet, while the upper span was 36 feet. This provided an excess amount of lift, so the lower wing panels were reduced to 16 feet. The "A" model was introduced in 1928 and featured a 6-foot center section in the upper wing, with the 16-foot outer wing panels then used for both upper and lower wings. It could accommodate two people in the front cockpit if you were willing to be friendly enough. So technically it can be identified as a three-place airplane. Pete Jansen Seattle, Washington

Other correct answers were received from John Miller, Poughkeepsie, New York; Bill Vogelsang, Madison, Wisconsin; Mark Weigand, Troy, Michigan; Dave Paulley, Osage, Wyoming; Allen Herr, Yuba City, California; Ed Kastner, Elma, New York; George Jevnager, Hopkins, Minnesota; and Tom Hegy, Hartford, Wisconsin. ....... VINTAGE AIRPLAN E

5

It's not

n a regular basis here at EAA headquart ers, mem­ bers ask us if there is any advantage to converting their airplane to the experimental category. Many aircraft owners have the idea that they will save money if they switch their factory­ built aircraft from standard category to experimental. This no­ tion no doubt stems from the fact that they see owners of homebuilt aircraft doing their own mainte­ nance, repairs, and inspections or using more modern auto-engine conversions. This brings forth the idea that if they converted their standard category aircraft to exper­ imental, they could save money by reducing maintenance expenses and/or taking advantage of mod­ ern engine technology. Actually, it's not that simple. The fact is there isn't just one experimental category. Rather, there are several purposes for which the FAA might issue an experimental airworthiness cer­ tificate . One of those purposes is for "operating an amateur-built

O

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MARCH 2002

aircraft." This is the certificate un­ der which homebuilt aircraft are operated. There are several other purposes for which an experi­ mental airworthiness certificate can be issued. These include re­ search and development, crew training, exhibition, air racing, market survey, and others. Each purpose has its own unique char­ acteristics and limitations. In truth, there is little benefit to changing from standard to experi­ mental category. Here's why. Since the aircraft is factory-built and certificated in standard category, it would not be eligible for experi­ mental/amateur-built status. The FAA defines amateur-built aircraft as "aircraft in which the major portion has been fabricated and assembled by a person(s) who un­ dertook the construction process solely for their own education or recreation." A factory-built aircraft does not meet this definition. Also, amateur-built aircraft cannot have been previously certificated in another category. This means that the aircraft would have to be

certificated within one of the other experimental purposes. The least restrictive of the available purposes would be exhibition, but this purpose still places signif­ icant restrictions on the use of the aircraft. FAA Order 8130.2D outlines the procedures for certificating aircraft and related products, and it con­ tains the definition and limitations of various certification categories. Section 8 covers operation of air­ craft under the experimental purpose of exhibition and air rac­ ing. The description of this certification purpose reads: "A certificate for experimental exhibition shall only be issued when an aircraft is to be used for va lid exhibition purposes. In­ cluded in those purposes are organized air shows, organized air races, organized fly-in activi­ ties, organized exhibitions, youth education events, shopping mall/school/similar static dis­ plays, organized aerobatic competition, sail plane fly-ins or competitive races or meets, and

E"1'eri-menta.l?

JOE NORRIS EAA AVIATION

movie or television productions." You'll notice that recreational and cross-country flying are not mentioned. Experimental/exhibition cate­ gory is further broken down into four groups, identified by Roman numerals I through IV. Aircraft that were formerly certificated in standard category fall into Group IV. Group IV aircraft will be issued operating limitations that include the following: "The proficiency area is limited to non-stop flight that begins and ends at the airport where the air­ craft is based, with sufficient fuel reserve to meet the applicable op­ erating rules of Part 91. An alternate airport selection is not available for aircraft in this group." (Italics ours.) This means yo u cannot fly the aircraft to any other airports un­ less it is to an exhibition registered in advance with the FAA. You need to submit a "program letter " to the FAA that lists the exhibitions you wish to attend, and you must contact the FAA in advance to fly

to an exhibition that is not listed in your program letter. Any flight that is not to, from, or at one of these exhibitions is a "proficiency flight" and must be conducted on ly from your home field, and you can land on ly at your home field-no $100 hamburger trips for pleasure. "Only FAA-certificated mechan­ ics with appropriate ratings as authorized by FAR 43.3 may per­ form inspections required by these operating limitations. " Unlike the amateur-built cate­ gory, where the builder can app ly for a repairman certificate that authorizes him/her to do condition inspections (basically equivalent to an annual), you will not be authorized to do so on your exhibition aircraft. You would need to find a certificated mechanic to do the inspections . Further, because your aircraft pre­ viously held a different category airworthiness certificate , all of the maintenance requirements of FAR Part 43 sti ll apply. That means you have to have an A&P

INFORMATIO N S ERV ICES

mechanic do the required main­ tenance, or supervise you while you do the maintenance, on your aircraft, just like when it was in standard category. As you can see, the experimen­ tal/exhibition category places significant restrictions on the op­ eration of the aircraft, which in turn limits the utility of the air­ craft while offering little if any opportunity for cost savings. These limitations also signifi­ cantly reduce the market value of the aircraft should the owner ever want to sell it, and once an air­ craft is removed from standard category it is difficult and expen­ sive to move it back. For these reasons, we do not recommend that you change the certification category of a standard category aircraft unless you truly meet the requirements of experimental/ exhibition category and the pur­ pose. .... Reference: FAA Order 8130.2D in Adobe Acrobat http://av-info.{aa.gov/dst/81302DC3.pdf VINTAGE AIRPLANE

7

LITTLE BIG PLANE

The Rearwin Cloudster only looks big in photos

ART R INK

T GINE

HE CLOUDSTER WAS

t----.'-z·'------1

THE LAST OF A SERIES OF LITTLE ROUND EN­

AIRPLANES

DESIGNED

BY

REARWIN AIRPLANES . THE CAA DES­ IGNATED

THE

ORIGINAL

1939

CLOUDSTER AS AN 8125 . THIS ENTRY INTO THE MARKET WAS REARWIN ' S ATTEMPT TO PROVIDE NEW SIDE-BY­ SIDE SEATING . A FIVE-CYLINDER KEN ROYCE ENGINE THAT DEVELOPED

r - - - -­

-

- -- - - - - - - - o ­- ­ .u' , ··­- - - - - - - - 1

90

HP AT 2250 RPM POWERED THE

8125 . ONLY ONE WAS PRODUCED.

In 1940 Rearwin changed the engine to a seven-cylinder radial, and with that came a new designa­ tion: 8135. A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters. They had the same side­ by-side seating but had a sideways facing seat in the rear. Some of the 8135 Cloudsters were additionally designated as 8135T, denoting a two-place, tandem-seat instrument trainer. They had an additional in­ strument panel in the back seat for the instructor and a second door for The seven-cylinder Ken Royce en­ gine develops 120 hp at 2225 rpm. The radial engine and stout appear­ ance give the Cloudster the look of a small Howard DGA. 8

MARCH 2002

Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 h.p. Aircraft Yearbook-1941

Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown, in mem­ ory of "Smilin' Jack" Mosley and his real-life airplane, NC2600.

entering and exiting the rear seat. My Cloudster, NC25545, was a flying airplane in December 1999. Since I didn't have a hangar at the time, I decided to buy some time by having work done to the exterior. One thing led to another, so over a period of 12 months I had the wood in both wings repaired where needed. I also had new leading edges, pulleys, cables, and electrical wiring installed at the same time. Following that, over the next six months, both the wings and ailerons were covered in Ceconite 102 and finished using Randolph's STC. The fuselage was rejuvenated, and all the metal parts were stripped and painted with Randolph products. The propeller was sent back to Sensenich for a complete overhaul. John Talmage, the previous owner, had rebuilt the engine, firewall, inte­ riof, and instrument panel, so I didn't have to rework those items. The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour. Since all the control cables have ball bearing pulleys, the airplane is a real joy to fly. The flight controls are sensitive to light pres­ sure. On the ground the forward visibility is limited, but the steerable tail wheel makes it easy to do S­ turns while taxiing. The brakes are mechanical with bronze plates, and they work very well. The airplane has an empty weight of approxi­ mately 1,200 pounds and a gross weight of 1,900 pounds. The fuel tanks hold 34 gallons and are fed through a selector valve, making the fuel management simple. Of about 120 Cloudsters built, you could count the number cur­ rently flying on both hands. A quick check shows the FAA has 22 of them registered, but that many sure aren't flying! I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane. Best of all, the engine makes that incredible throaty sound that only a round en­ gine makes. The airplane is pure fun; I look forward to each weekend ........ VINTAGE AIRPLANE

9

Thirty-Three and a Half Hours

A little an ecdote of 1927

JOHN M. MILLER

n May 1927 I was a mecha cal en ~,--=:::aiiiii~~e~nQ!teG FIQwa d n the neering student at P-ratt In titute of phie, a copy of whi he Technology in Brookl 11, w York, purchased by ma il and ad used to about to graduate. I had done some y­ teach himself to fly in the fog using ing before that, starting in 1923 when I Howard's method. Howard had already mentioned to me that he had sold the soloed a IN-4 on my 18th birthday dur­ ing my fourth year of high school. I pamphlet to Lindbergh by mail, but he spent the summer of 1924 hopping pas­ was a very shy person and had not in­ sengers. This was long before there were troduced himself to Lindbergh. I did not join in the conversation for I was a any regulations, so it was without a pi­ lot certificate. very junior member of the aviation At the time, a number of pilots were scene at the time. We both had looked making preparations at Roosevelt Field into the cockpit of the Ryan airplane and Curtiss Field on Long Island to and seen the turn indicator on the compete for the Orteig Prize of $25,000 panel. In addition, we saw a Pioneer for th e first nonstop flight between Earth Inductor Compass, powered by a New York and Paris. I sometimes went little anemometer on the top of the out to Mineola, Long Island, to watch fuselage. Those two instruments were on the cutting edge of technology at the preparations, often cutting classes. On one day I was standing beside a the time and certainly made the fa­ friend, Howard Stark, who lived at mous flight possible. As far as I know, Pawling, New York, near my home all the other airplanes that were being here in PoughkeepSie. We were watch­ prepared for the trans-Atlantic flight ing Lindbergh and his plane. had turn indicators, but I doubt Lindbergh had flown from San Diego a whether the other pilots were really day or so before, with only one stop, at proficient in their use. Howard, too, St. Louis, and was getting ready for his was doubtful about their proficiency. flight to Paris. I was again at the field the day be­ Howard was the first person to fly fore Lindbergh took off and heard the successfully in the fog while using the rumors that he planned to do so the then-new "turn indicator." He had dis­ next morning, so I stayed up all night covered the proper way in which to in the lobby of the Garden City Hotel, use the instrument and to recover waiting for the event. On that murky from the deadly out-of-control spiral morning, I watched the takeoff and was dive, which had killed so many people worried about the plane clearing the before (and since). He had published wires and poles on the edge of Roo­ an instructional pamphlet that he sold sevelt Field. I stood directly behind his by mail. He called his system the Stark rudder to sight on the two power line 1-2-3 system, and it is still used today, poles to see if he went right between the only proper method. Many pilots them, which he did with only a periscope to see forward. Otherwise, he had failed to figure out how to prop­ erly use the instrument, not even the had no forward visibility. Army and the manufacturer. Howard After he was gone out of sight in the was beginning to be quite well known murk, I said to myself and to others in aviation. He was the true "father of nearby that we probably would never instrument flying." see the poor guy again, that he would As we were standing there someone probably disappear like the previous pointed out Howard to Lindbergh, who Old Glory, the Fokker Universal mono­ then walked over to speak to him. He plane that I had watched during its

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MARCH

2002

t>reparations but had missed its takeoff. rk"ors y- lplane had also crashe burned, attempting takeoff with a too-heavy fuel load. Later, when the Lindbergh welcom­ ing parade was held on 5th Avenue, I sat on a ninth-floor windowsill with my feet hanging out, at 507 5th Av­ enue, the office of my aunt who had a little employment agency for office girls. It was a perfect grandstand seat for the huge parade. In 1930 I was flying professionally at Teterboro Airport. At that tim e, the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro. I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights. I did not really get acquainted with him because I did not wish to be another pushy person. There were plenty of those already. However, he voluntarily gave me an 8 by 10 autographed photo of himself, which I still have and highly prize. On March 23, 1992, I was in Wash­ ington, D.C., visiting the National Air and Space Museum. The Spirit of St. Louis Ryan airplane had been lowered from its usual place, hanging from the ceiling, and the Smithsonian techni­ cians were in the process of cleaning it. They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains. The en­ gine cowling was removed. I had seen it off in 1927, too. I could again look into the cockpit, but because of the barriers, I was 15 feet away. This reminded me of the last time I had looked into that cock­ pit, decades ago. It hadn't changed. I wonder how many pilots toda y would be able to fly 33-1/2 hours with just a turn indicator, magnetiC compass, Pioneer Earth Inductor Compass, air­ speed indicator, and altimeter, with no forward visibility or radio navigation avionics system. Thirty-three and a half hours! ......

gle static discharge can be disastrous

GILES HENDERSON

Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn, Illinois. The fuse­ lage was covered with Ceconite fabric and four coats of nitrate dope; all the finishing tapes, reinforcement patches, inspection rings, and gussets had been installed. The project was ready for butyrate. Although the air­ frame was not being covered with the vinyl-based, less flammable Poly­ Fiber process, I was following many of the excellent suggestions and tech­ niques outlined in Ron Alexander's aircraft builder and the EAA/Poly­ Fiber" Aircraft Fabric Covering" instructional video. This included wearing latex rubber gloves for chem­ ica l protection while wiping down the fabric surface with a prep solvent prior to spraying. After wiping several square feet, the shop towel was recharged with solvent. At this time I had a gallon can of solvent in my left hand and a clean, solvent- laden shop towe l in my right hand. (Editor's Note: See my comments at the end of this article regarding shop towels.) As my gloved right hand holding the shop towel approached the air­ craft, a static discharge snapped from the towel to the fabric surface and in­ stantly ignited the solvent vapor in a flash of blue flame, followed by a rap­ idly expanding circle of burning nitrate-doped fabric. I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent. Within seconds the entire fuselage had blown up in yellow fire and black smoke. I discharged a fire extinguisher but was not able to completely quench the flames. I was able to get the airplane o u tside before anything else in my

garage caught fire. The entire cover­ ing of fabric burned in less than two minutes . By the tim e I reali zed that my solvent-saturated g loves had caught fire, I had accrued some sec­ ond-degree burns. The outcome could have been considerab ly worse. My burns are now hea led, and the little airplane is now re-covered and in the paint shop.

rM a~11d' Several precautions had been taken to avoid flame and electrical ignition sources. Although procedure manuals caution us of the hazards of static electricity caused by sanding or spray­ ing a fabric surface, over the past decad es I had become complacent about this danger. This accident oc­ curred on a warm, blue-sky October day with exceptionally low humidity. In retrospect, it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging, no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric. Static electricity is dissipated by co­ rona ionization in a humid atmosphere . But under low humidity conditions, this is an extremely slow process, setting up the possibility for a rapid, high voltage discharge.

F ();Y.J~~PrecaulNl1d' Th e following precautions could help avoid a repetition of this accident: Avoid doping fabric under low hu­ midity conditions. In doubt, wet the shop floor. Avoid rubbing a fabric surface with rubber gloves. Wear a grounding bracelet and lan­ yard, like those used by e lectronic techn icians who hand le computer

chips and circuit components subject to static damage. Ground the fabric surface and its attaching structure, if it's metal. Given that epoxy primers are not electrical conductors, I am not confi­ dent that grounding an epoxy-primed airframe is an effective means of dis­ charging static electriCity from the fabric surface since the primer cannot provide a conducting pathway be­ tween the fabric and th e airframe. Static charge accumulates on the sur­ face of th e smallest radius of a curved surface. Thus, static wicks located on the trailing edge o f a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge. Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop. In a similar manner, grounding the metal leading edge of a wing panel or the metal tur­ tled ec k or aluminum stringers of a fuselage, which are in direct contact with the fabric, may also be effective. It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods. Neutralize electric potential differ­ ences. Keep one free hand in contact with th e fabric surface before and while wiping or sanding with the other hand. In this way, the charge created b y the friction has a " re turn pa th and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing. Maintain a conveniently located fire extinguisher capable of putting out petroleum fires. /I

Editor's Comments: We can't stress it continued on page 28 VINTAGE AIRPLANE

11

You never know how a potential customer will react!

HANK PALMER

he first job I had after I got out of the Navy in 1945 was as an instructor using Piper Cub seaplanes. An old and dear friend, Jimmy, who was operat­ ing seaplanes at St. Petersburg Beach hired me. I had instructed a couple of years in Navy primary school before going to the Pacific fleet. I worked at the seaplane base for a couple of years, and then left for a better job flying airfreight. When I left the seaplane opera­ tion , the owner owed me some money that he didn't have, so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul. This was an early J-3, som ewhat lighter than the post­ war models. It was mounted on EDO 1140 floats, somewhat lighter than the 1320s. It had a worn-out engine, a land plan e prop, and worst of all, the stabi­ lizer jackscrew was rusted so tight it could not be trimmed. As an added "bonus," the airplane was nose h eavy. It was probably 100 pounds heavier than the Cub I

T

12

MARC H

2002

usually flew. Even with its faults, he was still giving instruction in that plane when he gave it to m e.

Knowing that I wanted to sell mine, he called me one day and said that he had a possible cus­ tomer for it. I said, "Great, I' ll be right out and talk to him." Now this young man had learned to fly in Jimmy's nose­ heavy, un-trimable Cub. Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up, he had soloed once or twice. When I arrived at the sea­

plane base I saw my Cub on the downwind leg, about 2,000 feet high, throttle wide open and still climbing. Every now and then he would push the nose down, but then it came right back up again. (He was holding back on the stick, as he had to do in the other Cub.) He turned on final approach, over shot Boca Ciega Bay, and had to go around. This time he was even higher on downwind, but he man­ aged to get it down about two miles north of the base. It must have taken him half an hour to taxi back to the ramp. He was scared to death. He said, "Man, I'll never buy this plane; it climbs too fast , and it won't come down . I couldn't make it come down. It only wanted to climb, climb, climb , and I couldn't make it come down. It's dangerous." As far as I know, the kid never flew again. I eventually sold the Cub for $1,100, delivering it to the buyer's waterfront home in Corpus Christi, Texas. .....

t has been said that subtlety is wasted on the unwashed masses. That may be the case in most of the world, but definitely not at EAA Air­ Venture Oshkosh 2001. Yes, at times the masses were unwashed, but they still picked up on the subtleties that made the Bates' Model 7S Stear­ man " ... just a little different." It's Peggy Bates who is most likely to carryon about the family's relationship with the airplane, " ... it's always been there and is part of the fam­ ily," she says. Logically she'd feel that way since Dave met the Stearman about the same time he met Peggy, although the Stearman wasn't at Uncle Miltie's Disco, and Peggy was. Dave is now the ground fleet manager for a major airline, where he spends his days worrying about keeping thousands of tugs, fuel trucks, and their ilk ready to service aircraft. It wasn't that long ago, however, that he was squinting down 1,120 feet of pavement, waiting to edge his com­ petitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car. He has always liked machines. Always. That's one reason that, as soon as he graduated from high school, he immedi­ ately enrolled in automotive and diesel school. That led to becoming a field rep for Ford, and that, in turn, led to the position with the airline. That's the career side of David Bates, which, from all outward appearances, is not how David Bates looks at his life. To hear him tell his story, he's al­ most always seen life through faceted windscreens and lots of wings and flying wires. This is validated by the simple fact that Peggy's

With John Turgyan performing the piloting honors, Peggy Bates rides along in the Stearman she and her husband, Dave, restored.

first "big date," as she calls it, with her future husband was to go look at his Stearman project. At least she was forewarned. Dave was in his early 20s in the 1970s when he found he just could­ n't live without an airplane, even though he hadn't even started to learn to fly yet. One of his close friends was John Hatz, of Hatz bi­ plane fame, so it was natural for John and Dave to talk airplanes. It was even more natural that John would point him toward birds with two sets of wings, even though Dave was just starting out. John didn't have to push i:J too hard, however, because that's ~ where Dave was headed anyway. o ~ "John was a terrific help," Dave ~

The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot. Even the vent tube exiting the tail cone shows excellent workmanship. 16

MARCH 2002 '

says. "He said, 'First we have to find

something you fit into.' We went to Oshkosh in 1977, and I looked at the Pitts, thinking it would be a logi­ cal choice, but it was just too tight. I'm not a small guy, in case you

haven't noticed. So, we started look­ ing at other biplanes, and that's when I discovered how much I liked Stearmans even though I'd never even flown in one." By then it was 1978 and Stear­ mans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work. For a short time, ex-agricultural Stearmans dotted the landscape, so Hatz and Bates looked at a lot of them as potential restora­ tion projects. It took a little time, but they finally settled on one in Tennessee that appeared to be solid. However, it needed to be converted from its role as a down-in-the-cot­ ton, blue-collar field hand to a Sunday-morning-personal-amaze­ ment machine. "John went out to pick it up. I gave him $7,500 for the airplane and another $500 for the trip, which

Light Sport Aircraft

Hello, Fellow Aviation Enthusiasts Welcome to the third issue of the fAA Sport Pilot newsletter. In it you'll learn the details of what FAA is proposing to help recreational aviation enter its next great phase. In the fourth issue, we will provide EAA's evaluation of the proposal. It will be available in April in EAA's publications and on EAA's websites at www.eaa.org and www.sportpilot.org. Some in aviation will see the sport pilot certificate and new light-sport aircraft cat­ egory as a ·coming of age" for the ultra­ light community. Others will see it as a "renaissance" in pilot certification and air­ craft ownership that reflects the heights of aviation in the 1930s and 1940s, when simpler pilot training, proficiency, and maintenance requirements matched the simplicity of flying sought (and the simplic­ ity of many forms of recreational flying to­ day). Still others will see it as anew growth area of "airborne sports opportunities" that will be as accessible as other leisure activi­ ties in a new economy and society. EAA believes that the sport pilot/light­ sport aircraft notice of proposed rulemak­ ing (NPRM) is all of these things. This pro­ posal should create an opportunity for increased flight activity and aircraft owner­ ship- a good thing for all of aviation. A separate, but critical, element is that these regulatory changes should improve public confidence in the government oversight of recreational flying. It's important for all of us to carefully re­ view the NPRM and to reinforce the gov­ ernment's plan to contribute to general avi­ ation's vitality. Before you comment, be sure to read "How to Comment." If you have any questions about the NPRM, check EAA's sport pilot website at www.sportpilot.org. - Tom Poberezny, President 1

Ma rch 2 002

Federal Register Publishes Sport Pilot NPRM

O

n February 5,2002, the

Federal Register published

the FAA's sport pilot notice of proposed rulemaking (NPRM), which is officially titled, "Certification of Aircraft and Airmen for the Operation of Light-Sport Aircraft." Publication officially opened the 90-day comment period, which will end on May 6, 2002. This EAA Sport Pilot newsletter

summarizes the NPRM. To read the proposal itself, you can down­ load a copy from EAA's sport pilot website at www.sportpilot.org.To get a printed (hardcopy) NPRM, call the FAA at 202/267-9680 and request a copy using the docket number: FAA-2001-11133. The next issue of the EAA Sport Pilot newsletter will contain EAA's detailed analYSiS, comments, and suggestions on the NPRM.

Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS A COMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules: a new pilot certificate (sport pilot), a new aircraft category (light-sport aircraft), and new maintenance procedures. To make it easier to understand, we've individually summarized its components: pilot certi­ fication, instructor certification, aircraft certification, maintenance certifi­ cation, and changes to other regulations . The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way, and it does not change the existing amateur­ built experimental aircraft rules or the requirements for the repairman certificate for this aircraft category. When reading the summaries (and NPRM itself), pay close attention to words like do, do not, and, 01~ will, and will not because they are important to understanding the subject being addressed. If you have questions about the sport pilot proposal or this summary,

vvvvvv.sportp ilot.org

first check the EAA and FAA websites' frequently asked questions (FAQs) at www.sportpilot.org and

increases the opportunities to become an aircraft owner. This NPRM is innovative because www.faa.govlavrlafslsportpilot/faq.cfm. FAA advisory circulars and accepted If don't find an answer to your industry standards replace some question, contact EAA's Aviation regulatory requirements. Making Information Services at 920/426­ new rules takes time; providing the necessary information through ad­ 4821 or e-mail: infoserv@eaa.org. visory circulars allows the FAA and This NPRM has the potential to significantly increase people's industry to devise and institute the details quickly and effectively, en­ access to recreational aviation because it reduces the time and suring safety and efficiency. For example, the new light-sport money it takes to earn a pilot cer­ tificate while maintaining an aircraft category gives manufacturers "'-"'J""r;.;::~· o n;,;;a;.;.;;;...;.;; te le,-,v..;:;l e.;. . ;.;.f o.;. . "";;.;; saf;.;. e;J"'.;"1t .;:.;;..;a;;;;l.;;.;"--_--.;:.;:.; so the;...o= Jc..=rtuni!Y: = = to desi ,build, ~

Airplane (single-engine only) Glider ~ Lighter-than-air (balloon and airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-coun­ try, and they can share their oper­ ating expenses with their passenger (they can carry only one at a time). With training and a logbook endorsement sport pilots can fly in Class B, C, and D airspace. They cannot fly for compensation or hire, at night, in Class-A airspace, or above 10,000 feet mean sea level. [Section 71, 73] Medical Certificate Options­ To fly powered aircraft, sport pilots ~

Pilot Certification WH AT IT TAKES TO ENJOY SPORT PILOT

privileges depends on whether you have any previous flying experi­ ence. To avoid confusion, we'll summarize the sport pilot privileges and limitations, and then address the requirements for newcomers and those with previous experi­ ence. Sport pilot's eligibility require­ ments apply to everyone. You must be able to read, write, and under­ stand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft. [Section 3] Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions. With the appropriate training, sport pilots can fly any of the following aircraft types if they meet the defi­ nition of a light-sport aircraft (see "Aircraft Certification "): vvvvvv.sportpilot.org

and sell completed aircraft that meet industry consensus standards of con­ struction, inspection, and safety, not expensive type and production cer­ tificate requirements. These consen­ sus standards have not yet been writ­ ten, so they are not in the NPRM. Remember, the sport pilot NPRM is a proposal, and you are encour­ aged to submit thoughtful sugges­ tions about how FAA can improve it (see "How to Comment"). To link this summary with the NPRM, we've included the applicable sec­ tion numbers. (and student sport pilots) must hold either a current and valid U.S. driver's license or an FAA medical certificate and comply with all list­ ed restrictions, such as "must wear glasses or contacts. Pilots who fly gliders and balloons do not need any form of medical certification. [Section IS, 17] All pilots must adhere to FAR 61.53, "Prohibition on Operations During Medical Deficiency," which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition, or are taking medication or receiving treatment for a medical condition, that would prevent them from having a safe flight. II

2

New Pilots To earn a sport pilot certificate peo­ ple without any piloting experience must meet the age and language requirements and get the required training. Student Pilot Certificate-You need a student certificate, and the minimum age is 16 for a powered aircraft and 14 for gliders and bal­ loons. If you have a valid driver's license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE). [Section 31, 33] Sport Pilot Training-To earn a sport pilot certificate, students must get the reqUired ground and flight training for the type of air­ craft they want to fly (airplane, trike, powered parachute, etc.) and pass a knowledge test and a practi­ cal test. The knowledge test assesses your knowledge of such required subjects as navigation, weather, decision­ making, and regulations, and you acquire this knowledge through a home-study course or a ground school. [Section 51] The practical test is your checkride, where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards. Required pilot skills depend on the type of aircraft you want to fly, but they include everything neces­ sary to have a safe flight . All sport pilot training counts toward higher pilot certificates and ratings. [Section 175] Sport pilots learning to fly pow­ ered aircraft (airplane, weight-shift, powered parachute, gyroplane, and airship) must receive a minimum of 20 hours of flight training, includ­ ing two hours of cross-country training, five hours of solo flight, and a solo cross-country flight. Those learning to fly a balloon must have at least seven hours of flight training, including two hours 3

March 2002

of cross-country training and a solo cross-coun try flight. Sport pilots learning to fly a glider must have at least 10 hours of training, with two hours of solo flight time. If glider stu­ dents have at least 20 hours of pow­ ered airplane expe­ rience, they can add a glider rating with a minimum of three hours of training, to include at least one hour of solo flight. [Section 55] Unlike other FAA pilot certificates, the sport pilot cer­ tificate will not list the aircraft cate­ gory and classes you're rated to fly. Your pilot logbook will record this information through the endorse­ ments of the instructors and exam­ iners who trained and tested you. [Section 61] . To fly a new category of aircraft you must acquire the required knowledge, training, and experi­ ence from a qualified instructor. To earn the logbook endorsement that allows you to fly the new category, when you finish training you must demonstrate your proficiency to an instructor who did not train you. [Section 63] Sport pilots must also have log­ book endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft). And they must carry their logbook (or copies of the necessary endorsements) on every flight. [Section 67] Prior Pilot Experience People who have prior piloting experience flying ultralights or as

private pilots (or higher) have dif­ ferent ways to enjoy sport pilot privileges because their experience counts. The avenues are different for ultralight fliers and those who hold an FAA pilot certificate, so we'll address them separately to avoid confusion. FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated. Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligi­ ble aircraft in the same category and class they are rated for, such as airplane single-engine land. If you have not flown the sport-pilot eligi­ ble aircraft as the pilot in com­ mand, you'll need training in and the instructor's logbook endorse­ ment for that make and model. [Section 911 Private pilots or higher with a lapsed flight review and/or medical certificate who want to exercise vvvvvv.spo rtp ilot. o rg

sport pilot privileges must have you will receive a sport pUot certifi­ either a valid driver's license or FAA cate. [Section 91] medical certificate, and get a flight Ultralight Pilots-The NPRM review. You can take the flight does not change FAR Part 103 . review in the sport-pilot eligible air­ Ultralight pilots who want a sport craft you want to fly, and this ful­ pilot certificate must be at least fills the requirement for the make­ 17 years old, have either a valid and-model endorsement. [Section driver's license or FAA medical 15, 91, 193] certificate, and pass the required If you want to fly a light-sport knowledge and practical tests. aircraft category not on your pri­ [Section 93] vate pilot certificate, like a powered If you're an ultralight pilot regis­ parachute, you must meet the same tered with an FAA-recognized ultra­ training and testing requirements light pilot registration program for these aircraft as pilots with no (EAA, USUA, ASC), your logged l)2ri r eX)2erience, and in this c""a""se" ..._-"fi""i,g ht time will fulfill or count

toward sport pilot requirements for the same aircraft category. For their ultralight experience to count, registered ultralight pilots must apply for a sport pilot certifi­ cate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program. If you are not a registered ultralight pilot, and you do not register within the 24-month grace period, you receive no credit for your previous experience and must meet all the training and ex~rience requirements.

rience requirements and pass a practical test in the category in which they want to teach, Airplane and weight-shift air­ craft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft, 50 hours in the desired cate­ gory, 25 hours cross-country, 10 hours cross-country in category, and 15 hours as PIC in a sport-pilot eligi­

hours, to include 100 powered PIC, 50 gyroplane, 10 cross-country, 3 gyroplane cross-country, and 15 PIC in a sport pilot-eligible gyroplane. Glider requires 25 glider PIC, 100 glider flights, and 15 PIC flights in a sport pilot-eligible glid­ er; or 100 powered pilot time, 20 glider flights, and 15 prc flights in a sport pilot-eligible glider. Balloon requires 35 prc, to

ble aircraft in the desired category. Powered parachutes require 100 hours pilot time, to include 75 pow­ ered PIC, 50 powered parachute, 15 cross-country, 5 powered parachute cross-country, and 15 PIC in a sport pilot-eligible powered parachute. Gyroplane requires 125 pilot

include 20 hours balloon, 10 bal­ loon flights, and 5 PIC flights in a sport pilot-eligible balloon. Airship requires 100 hours pilot time, to include 40 airship, 20 air­ ship PIC, 10 cross-country, 5 air­ ship cross-country, and 15 PIC in a sport pilot-eligible airship.

Instructor

Certification

TH E SUCC ESS OF TH E 'EW PILOT CERTIFI­

cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs). To teach in pow­ ered aircraft, sport pilot instructors must be at least 18 years old, have either a valid driver's license or cur­ rent FAA medical certificate, and hold at least a sport pilot or private pilot certificate. SPls do not need a commercial pilot certificate or an instrument rating. [Section 3, Ill] New sport pilot instructors must learn about-and pass a knowledge test on-the funda­ mentals of instruction (FOI) and the aeronautical knowledge appli­ cable to the light-sport aircraft cat­ egory they plan to teach in. [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expe­ www.sportpilot.org

4

CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cer­ tificate. They must log five hours PIC in the make and model light­ sport aircraft they will teach in and have a logbook endorsement stat­ ing their proficiency in that make and model. To teach in a category they're not rated for, such as powered para­ chute or weight-shift, CFIs must meet the applicable aeronautical training and experience require­ ments and logbook endorsements. [Section 151] Registered ultralight instructors have 36 months from the date of the sport pilot fina l rule's effective date to apply their experien ce to a sport pilot instructor certificate. hey must hold at least a sport pilot or rivate ilot certificate be 18

Aircraft

Certification

THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airwor­ thiness certificates. But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cer­ tificate it carries-amateur-built experimental, primary category, or standard category (type-certificat­ ed) . There is no need-or advan­ tage-to change the airworthiness certificate of these aircraft. The two new airworthiness cer­ tificates are special light-sport air5

March 2002

years old, have either a valid dri­ cross-country flight time require­ ver's license or current FAA medical ments. [Section 153] Grou n d instructo rs with basic certificate, and pass the sport pi lot knowledge and practical tests. or advanced ratings can provide When ultralight instructors ground instruction to sport pilots apply for an SPI certificate they without further training. [Section must present a notarized copy of 213,215] their ultralight pilot records from Design a t ed sport p ilot exam ­ iners (SPEs) wi ll be the individu­ an FAA-recognized ultralight pro­ gram (EAA, USUA, ASC). If these als who endorse the logbooks of documents are in order, ultralight new sport pilots and SP Is. Initially instructors do not need to meet the FAA will draw SPEs from the ranks of the current and qualified the SPI's aeronautical knowledge and flight proficiency require­ ultralight flight instructor examin­ ers who belong to an FAA-recog­ ments. They must take the FO! nized ultra li ght organization (EAA, test if they have not already passed the FAA or an FAA-recog­ ASC, USUA). nized fundamenta ls of instruction Current FAA deSignated pilot test examiners with experience in sport Ultralight in structors m ust pilot-eligible aircraft will have an m eet m inimum category-specific opportunity to extend their author­ flight time requirem ents, but they ity in accordance with FAR Part 183 do not need to meet the PIC, and other FAA guidelines not yet time-in-aircraft cat egor y~ a :.:.d ;:::.-._~-.::;: d..::....., evelo ed. ~__ craft (special-LSA) and experimen­ tal light-sport aircraft (experimen­ tal-LSA). IFAR 21, Section 186, 191] To earn them, aircraft must meet these requirements: ~ Maximum gross takeoff weight: 1,232 pounds or less ~ Lighter-than-air maximum gross weight: 660 pounds or less ~ Maximum stall speed-land­ ing configuration (Vso): 39 knots or less ~ Maximum sta ll speed-with­ out using lift-enhancement devices (Vs1): 44 knots or less ~ Maximum speed in level flight with maximum continuous power (Vh): 115 knots ~ Two-place maximum (pilot and one passenger) ~ Single, non-turbine engine only ~ Fixed or ground-adjustable propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposi­ tionable landing gear for amphibiOUS operation. The special light-sport airwor­

th iness certificate applies only to

new factory-built, ready-to-fly air­ craft designed and produced to industry "consensus standards," which have not yet been written. Sport pilots can rent and train in special-LSA, and owners must fo l­ low prescribed maintenance requirements (see "Maintenance Certification "). The experimental light-sport air­ craft category encompasses a n um­ ber of existing aircraft and new LSA kits. Sport pilots can fly experimen­ tal-LSA for recreation and non­ compensated flight train ing, and owners must follow maintenance

www.sportpilot.org

requirements similar to amateur­ built experimental aircraft. Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehi­ cles that do not meet the ultralight weight, fuel, and speed require­ ments in FAR Part 103. Owners of these aircraft will have 24 months

from the final rule's effective date to apply for-and 36 months to obtain-an experimentaI-LSA air­ worthiness certificate. The NPRM stipulates that ultra­ light trainers registered with an FAA-approved program (EAA, USUA, ASC) may be used for com­ ensated for hire fli ht rainin

for up to 36 months after the final rule takes effect. New experimental-LSA kits need not meet the amateur-built experi­ mental aircraft's "5 I-percent rule," but kit LSA must be designed and produced in accordance with (yet­ to-be-defined) industry consensus standard.

demonstrate the skills necessary to assess the airworthiness of a light­ sport aircraft. Tasks they could perform would be listed in the operating limita­ tions and manufacturer's mainte­ nance instructions. Repairmen would require additional approved training to perform a major repair. Repainnan Certificate: Inspection-Owners of an experi­ mental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft. Because they need not build the major portion of their LSA, they must complete an approved 16­ hour make-and-model training course to acquire the knowledge nec­ essary to inspect their aircraft's air­ worthiness. And they may only inspect the aircraft they own.

Special and experimental LSA have their own maintenance require­ ments. In addition to the appropri­ ately certificated repairmen, FAA certificated airframe and power­ plant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft. Special light-sport aircraft must be maintained by a repairman with a maintenance rating, and its oper­ ating limitations will spell out its maintenance and annual condition inspection requirements. Special­ LSA used in flight training must undergo a manufacturer-specified inspection every 100 hours. The FAA will not issue airworthi­ ness directives (ADs) for special-LSA. Instead, manufacturers must moni­ tor in-service safety/reliability and

Maintenance

Certification

THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircraft's operating limitations instead of FAR Part 43, which regulates the maintenance on other aircraft. With the appropriate repairman certificates and training, sport pilots will be able to maintain and/or inspect experimental and special light-sport aircraft depend­ ing on the certi ficate type and the manufacturer's maintenance instructions. Accompanyi ng these privileges are two new ratings for the FAA repairman certificate­ maintenance and inspection. Applicants for them must be at least 18 years old, read, write, and speak English, and be a U.S. citizen . Repairman Certificate: Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft, includ­ ing those they do not own. They must complete an approved 80­ hour training course and be able to www.sportpilot.org

Maintenance Requirements

6

remedy safety issues with safety-of­ flight notices. Owners must comply with and correct any manufacturer­ specified safety-of-flight issue. In the preamble the FAA said owners could perform preventive maintenance on their special-LSA, but EAA cannot find the regulatory basis for this in the NPRM. The FAA

in the aircraft operating limitations. EAA will include this point in its comments on the NPRM. Experimental light-sport aircraft can be maintained by the owner according to the requirements spelled out in the aircraft's operating limitations. Owners will need a repairman certificate with an inspec­ tion rating to ~rform the reguired

Check Out the

Sport Pilot

Website

Continuous updates regarding Sport Pilot are available via EAA's Sport Pilot web­

site-www.sport pi/ot.org. An elec­ tronic version of this newsletter is available for downloading at that site. Permission to download and dis­ tribute is not required . 7

March 2002

Changes to Other Regulations THE NPRM INCLUDES CHANGES TO REGULA­ tions affected or influenced by sport pilot, and most of them are in Part 61.

annual condition inspection. When owners apply for their experimental LSA airworthiness certificates, they must give the inspector a copy of the manufacturer's maintenance and inspection instructions and require­ ments. It's likely that the aircraft operating limitations will require owners to follow these instructions and reguirements.

First, the defin ition of "cross-country" will include the sport-pilot distances for the respective aircraft categories. Second, like sport pilots, recreational pi lots will be able to fly in Class B, C, and D airspace with a passenger after they have received training and logbook endorsemen ts. Third, private pilots will have two new category ratings-powered parachute and weight-shift control. The weight-shift class includes land and sea classes, but not pow­ ered parachute. EAA will be following up with the FAA on this issue as there are amphibious powered parachutes. The flight proficiency requirements for these two new category ratings will be estab­ lished in FAR 61.107, and the aeronautical experience requirements will be estab­ lished in FAR 61.109. vvvvvv.sportpilot.org

How to Comment on the NPRM

he FAA will accept com­ ments on the "Certification of Aircraft and Airmen for the Operation of Light-Sport Aircraft" NPRM FAA-2001-11133, until May 6, 2002. Given the com­ plexity of this NPRM, the FAA anticipates a significant number of comments, and the FAA must read and categorize each one after the comment period closes. To stream­ line this review and ensure that the FAA hears your comments, EAA offers these guidelines. Before you submit your comments .. . >- Read the EAA summary, the upcoming EAA analysis, and the NPRM carefully >- Discuss the NPRM at your Chapter meeting and at the air­ port.

T

www.sportpilot.org

When you write your com­ ments.. . >- Be reasonable and rational. Avoid emotional or unsupported statements. >- Identify the NPRM section you are commenting on. >- Be factual and suggest changes and/ or improvements. >- Be brief and to the point. Compose your own letter. Form letters are ineffective; this is not a numbers game. The FAA wants unique and useful comments . Your comments must include the dock­ et number, your name, address, and phone number/ e-mail address (so the FAA can contact you if necessary). To make commenting easier, go to the EAA sport pilot website at WWw.sportpilot.org and click the

link to the online form and make your comments. EAA will convey these comments directly to the Docket Office. You may also submit comments through the Docket website at http://dms.dot.gov. You can also submit comments by mail, but remember that postal service in Washington, D.C., has not fully recovered from the anthrax contamination problems, so your letter may not arrive by the deadline. Send two copies of your comments to Docket Management System, U.S. Department of Transportation, Room Plaza 401, 400 7th St., SW, Washington, DC 20590-0001. You may fax one copy of your com­ ments to the Docket Office at 202/ 493-2251.

8

The Bates family with their Sky Rod Stearman . Dave and Peggy have watched their three children, David, John, and Anne, grow as the Stearman was built up over a 16-year period.

taken less than two days. "Two days came and went. Then three. Pretty soon, he had been gone a week, and we hadn 't heard a word. Then his wife started calling me want­ ing to know where he was. We were all getting pretty worried," Dave says. "Then he finally called in. He was okay. The airplane was okay. He said he was just taking a little vacation on the way and stopped to see a friend or two. I didn't bother asking if he knew how to use a telephone. But, that's John," Dave says. The airplane was a typical, 100­ percent complete and functioning, 4S0-hp Stearman duster, and it had many of the modifications that typi­ fied the breed. This included a big

hopper where the front seat should hav e been. When Stearmans were converted into dusters/sprayers, owners removed anything having to ~_... do with the front pas­ senger (stick, seats, instrument panel, and more) to make the hopper as large as practical. Tradi­ tionally, they removed a number of pieces of tubing as well. This wouldn't be a problem except that by the time most Stear­ mans were retired, lots of chemicals had been spilled into the front pit area while the hopper was being filled . This meant that most hard­ working Stearmans had a fair amount of corrosion in the front pit area. Dave's airplane was no exception. The front pit reqUired a lot of clean up, and a bunch of tubing had to be re­ placed. Then he had to find all of the right aeronautical goodies, for exam­ ple, a seat, instrument panel , and more, to make it habitable by a pas­ senger. Fortunately, at the time Stearman parts were still plentiful. "When I got th e airplane, the fuselage fabric had been replaced by special fiberglass panels that dupli­ cated the stringer lines. Since my primary goal was to have a flying airplane, not a show winner, I just gave the airplane a light going over, a 'shave and a haircut,' and I left the fiberglass in place," he says. "Even though I wasn't doing a to­ tal restoration, just replacing all of

the bearings, re-covering the wings, and making everything right took over three years. I don't think I knew

VINTAGE AIRPLANE

17

In addition to the 16 years Dave and Peggy Bates spent restoring their Stear­ man, a number of well-known aviation names also added their expertise to the effort. Jim Younkin did the sheet metal work, and Tom Brown served as the AI on the program-he also covered the airframe. When the biplane was com­ pleted, Forrest Lovely rigged it, an effort complemented upon by antiquer John Turgyan, who flew the Bates Sky Rod for our air-to-air photographs.

The cockpit was crafted to maintain the vintage feel of a Stearman, with­ out details and doodads that would be distracting.

how big a project it was when I started," he grins. The original engine had only 400 hours on it, but Dave says, "It wasn't very pretty, so I spent a lot of time de­ tailing it. It ran great, however." At the time Dave was 24 years old, and he earned his pilot'S certificate in a Cessna lS2 before getting into a J-3 with John Hatz. That's when Dave says he learned how to fly. By the time the Stearman was ready to roll, Dave had a grand total of S2 hours. He then strapped on the Stearman, with John Hatz as the check pilot, and learned to do something he'd been dreaming about for years-fly his own biplane. So, there he was, a happy young man in his freshly rehabbed Stearman looking for adventure and, although he didn't know it at the 18

MARCH 2002

time, his future mate. The scene at Uncle Miltie's disco happened the same year Dave bought the Stearman, and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them. She hung in there with him during the rebuilding process and was one of Dave's first passengers after he checked out in it. The lithe co-restorer installed many fittings and bolts. In 1981, Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin. It made it to the next couple of Oshkosh fly-ins, but 1983 would be its last EAA con­ vention for more than 16 years. That same year Dave was taking Peggy for a plane ride, and with no warning, he asked her to marry him over the intercom. She said yes (obviously). They got married (Dave buzzed the church in the you-know-what), set up house, started a family, and began the long restoration/modification of their Stearman. It would grow along with the family, which eventually numbered three children. Dave had always wanted to re­ store their airplane, but at the same time, the old hot rodder in him wanted something a little different. He wanted it to stand out in a crowd, but he wanted the difference to run deeper than the paint job. The air­ plane had to have a shape and character all its own. "The most obvious change to the airplane's lines," Dave pOints out, "is the rudder, which is similar to the 4E Stearman. The rest of the changes, however, weren't taken from any specific airplane. In fact,

some came from the guys we asked to help us. At the same time we had to keep the legalities in mind be­ cause any modification we did would have to be run through the FAA and certified. "For most of the changes, we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do, and we put together a list of possible changes. Along the way, each of those who helped us out contributed their own thoughts on the subject. "We went to Jim Younkin for most of the sheet metal work, and he thought it would be a good idea to shrink the size of the firewall slightly. Then we ran the top fuselage line gradually uphill to the windshield . We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slab­ sided fuselage. Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment." Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design. "We eliminated the straps on the top of the fuel tank to clean them up," Bates says. "At the same time, however, we added exposed and var­ nished oak stiffeners on the bottom, which we thought was a very Waco type of detail." Dave carried the concept of mak­ ing everything a little different so far that he swapped the gear around , putting the scissors links on the back of the gear legs rather than the front,

and mounted a set of Younkin-made Mr. Mulligan wheel pants. The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles. "The engine was running good, but we decided it was time to do it right, so we had Bob Younkin build up a new engine for us, and I do mean new," Dave says. "Everything in the engine is new old stock (NOS), except for the crankshaft and the nose case. We hung a Hydromatic prop up front and made a dual ex­ haust system using parts from a French Broussard. The spinner blank was made for us by Spindustries in Lake Geneva, Wisconsin." As a duster, the airplane had been in the "restricted" category. After the first semi-restoration, Dave got it put into the "air show/exhibition" cate­ gory. What he wanted, however, was to get it into the "standard/aero­ batic" category. This task fell to Tom Brown as the A.I. to get the paper­ work ironed out. To change the category, the airplane, among other things, had to have a Serv Aero mo­ tor mount installed. By the time they got the airplane into the new category, they had certificated 24 de­ viations on the Serv Aero STC. When it came time to paint the airplane, Peggy, a professional art di­ rector, applied her graphics skill to the paint scheme while John Hatz suggested the color combination. Blowing the paint on fell to John Colton of Northfield, Minnesota, and Dave is quick to point out that the paint has not been buffed. What you see is what came right out of the gun. "John used a DeVilbiss gun with a 9000 tip that literally 'shat­ ters' the paint and eliminates orange peel while saving the gloss. It uses 30 percent more paint, but it really works. John paints a lot of street rods using this technique." Some projects take longer than others. This one took 16 years. Dur­ ing that time, the Bates family has seen their kids become teenagers. Dave has gone from a mechanic to a manager, and the co-owners of the Stearman, Peggy and Dave Bates,

Simple Control Lock In the front cockpit of the Bates' Stearman a clever control lock is installed on the cross tube. To store the lock and ensure it doesn't accidentally foul the controls, it is swung up under the instrument panel and secured in place using a quick-release fastener. (In this case, a "Pip pin" is used.) A thumbscrew could also be em­ ployed. In either case, the method to keep the lock out of the way must be positive and secure. To lock the controls the screw is loosened, and the lock's cup is flipped over the top of the control stick, immobilizing the stick. No padded blocks to scratch the fin­ ish or clutter up the precious baggage space, and no bungee cords to snap and rap you on the knuckles. You may wish to paint the pivot­ ing portion of the lock a bright, contrasting color to make it even more obvious when it is in use.

have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beau­ tifully detailed "sky rod," as Jim Younkin calls it. Was it worth it? You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd. The most common question is, "I thought it was a Stearman, but now I'm not sure. What is it?" The answer is easy. It's the Bates' Sky Rod. .....

Company Guide Spindustries 1301 La Salle St. Lake Geneva, WI 53147 Phone:

2621248-6601

Fax: 2621248-1277 Serv Aero Engineering Inc. 37 Mortensen Ave. Salinas, CA 93905-3394 Phone: 8311422-7866 VINTAGE AIRPLANE

19

WHAT OUR MEMBERS ARE RESTORING BY H.G. FRAUTSCHY

AERONCA GRASSHOPPER

Don Gibson, El Paso, Texas, has just completed the restoration of this 1942 Aeronca O-S8B-L3C Defender. Don says he started with a pile of scrap found in a barn in Akela, New Mexico, and that it flew hands-off in perfect trim on its first flight. After upgrading the Aeronca with a C8S-12F Continental engine, Don also installed a communications radio, an encoder and transponder, and an additiona l 12足 gallon wing tank. He covered the airplane using th e Poly-Fiber system, and is very pleased with the results. Don would like to thank retired Aeronca service engi足 neer John Houser, who supplied the drawings for the restoration. He says that without John's help, the project would have "stalled out."

STINSON 108-1

It looks a bit damp near Jasonville, Indiana, but

Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson. Powered by a lS0-hp Franklin, the total time on the airplane in this photo was a remarkable 554.5 hours, probably the lowest-time Stinson known. It had been sitting in a hangar since 1966, and it first flew again on March 14, 2001. It even has an ancient Hallicrafters CA-2 ra足 dio installed. Graydon wanted us to mention his gratitude to Kelly, Marc, Nick, Nichole Napier, Bill Humphrey, Tom Thomas, Jason Fiscus, and Shawn Vanhorn for their help and support.

TAYLORCRAFT BC-12D Cary Rhodes, Cartersville, Georgia, also found himself a gem hiding under dust. His project was in pieces in the corner of a hangar, but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape, lookjng as good as it did the day it rolled out of the factory in 1946. Cary flies it "out of a grass strip, just as she was intended." 20

MARCH 2002

THERAPY Ken Harbison, Las Cruces, New Mexico, has dubbed his 450 hp Stearman Th erapy, no doubt expressing the feeling many of us have for the time we spend with airplanes! Grounded for nearly 20 years, N450KH is a bright red labor of love, according to its happy owner and pilot.

SEND Us A PHOTO OF YOUR PROJECT

All photographs must be sharp, with the main sub足 ject in clear focus and properly exposed. We can't fix photos that do not meet those two basic criteria. If your photograph has problems like this, we simply can't publish it . Here's our list of acceptable photo足 graph formats, in order of preference: A. 35 mm slides on 100 ASA or lower film B. 4-by-6-inch or larger prints from 35 mm or larger negatives C. Digital photographs-The digital file directly from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches. Please see our digital photo requirements by logging on to our website : www. vintageaircra{t.org/news/index.html. To help you take a great picture of your airplane, here are some tips to make it look its best: 1. Shoot your photos early in the morning or later in the day. Our favorite times are during the "golden hour" after sunrise or before sunset. Avoid midday, as the harsh shadows of noontime sun can obscure de足 tails . Keep the sunlight on the nose and side of the airplane. Facing the sun at about a 45-degree angle seems to work well.

2. Clean the airplane. Even a coating of dust can make it look drab. 3. Put away any accessories such as fueling steps or ladders. Keep the background clean. When you're shooting the airplane, avoid including other objects or people. Be mindful of background landscape items such as airport antennae or control towers-in a photo, they can appear to grow from your airplane. The same holds true for people standing behind the airplane-your fuselage may sprout feet! 4. Keep the horizon level in the viewfinder. 5. Use a separate shot if you want to highlight peo足 ple . If a person is next to the airplane, please don't show him or her leaning on the prop. 6. Don't have the engine running with no one in the cockpit! 7. Take a number of photos, and send us a selection of in-focus, properly exposed slides or prints. Send them to:

EAA

Vintage Airplane

P.O. Box 3086

Oshkosh, WI 54903-3086

E-mail: vintage@eaa.org

VINTAGE AIRPLANE

21

B

OTES

MAX ON VIKINGS:

Dope and fabric-covered airplanes MAX SCHUERMANN

This article first appeared in Vol. 12, No. 1 of B-C Contact!

A

nyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from en­ tering and remaining inside that structure. Early on, Bellanca Viking owners learn the importance of keeping the fabric/paint cover on the airframe-and on the wings in particular-in good condition. The fabric/paint cover is the protective coating of the wood wing. Service Letter 87 A, "Wing Inspection," tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabric/paint barrier. The life of the wing will be directly affected by the condition of its cover. If chips are in the finish, they should be repaired. If dings penetrate the fabric, the fabric should be patched. Some of these repairs will fall under the definition of "Preventive Maintenance" in FAR Part 43, and the aircraft owner can easily take care of such repairs with a little preparation and planning. The first question to be answered is if the repair falls within the definition of "Preventive Maintenance." The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts. Unless you have experience in working with fabric, I would recommend restricting any repair to small patches applied over holes or punctures no larger than 1/2 inch. This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter. After the finish has been removed down to the clear dope layer (l will discuss this process later), a patch can be at­ tached with dope or fabric glue such as Super Seam aircraft cement. The FAR also states that the repair, including re­ painting, cannot involve a balanced control surface. Leave the flight controls to the certificated mechanic. The next step is to determine what type of fabric is on the airplane. In theory, you should be able to check your airframe logbook and find an entry telling you the color, finish, and type of fabric that is installed. In reality, you are 22

MARCH

2002

more than likely going to have to figure it out for yourself. Rather than discuss what should be on the airplane, we'll just try to identify what is on the airplane. The easiest way to determine the fabric type is by visual inspection . Most aircraft are now covered with polyester fabric. Polyester fab­ ric will usually have a bright white color and a very uniform weave. If the fabric can be viewed from the back side (i.e., inside the tail of the aircraft), STC (supplemental type certificate) and type certificate stamps such as "Ce­ conite 101" or "Stits D-I03" may be visible. Cotton fabric will be more off-white in color, and it usually has smaller threads than polyester fabric. Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing. Any necessary patches should be of the same type material. Generally speaking, about the only air­ plane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition. Now let's identify the finish. The main reason for this is to help match the finish color. You could conduct a number of scientific tests to determine the type finish. All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel. The most practical and easiest way to determine this is a procedure called the "Solvent Solubility Test." That's a fancy way of saying we are going to find out what makes the paint soft. I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well, not in the middle of the wing). Methyl ethyl ketone (MEK) has been a standard fin­ ish solvent for the aviation industry for many years, and as such, most tests are based on its effect. It is available at most large paint stores. When you use it, observe all the warnings! Soak a wad of cotton in MEK and place it on the sur­ face of the finish for three to five minutes. If the MEK has no effect on the finish coat, then it is more than likely a

polyurethane finish. This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch. If the top finish wrinkles, as you would expect to see with paint stripper, then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching. If the finish is soluble in MEK, then it is a dope finish coat, and MEK will remove it all the way to the fabric. The reason for re­ moving the enamel down to the clear dope is that a patch will not bond to enamel. You need to have a dope surface to assure a good patch bonding, whether you use dope or glue. No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish. The important items will be how well the paint color matches and how much effort you are willing to put into the process. If you have a urethane finish coat but cannot identify the exact brand and color, I recommend you go to a good paint store and have them mix a matching color. Any good quality ure­ thane will work just fine as you are only touching up a small spot, not repainting the airplane. If your finish coat is dope, I recommend you try to match the color with a Randolph Finishes color chart. More than likely you will

ive the adventure and

Lromance of the early days

of flight with Will Turner, pioneer avia tor, inCh ris Davey's exciting new novel. The Aviator's Appmntice. Will earns his wings in Florida before traveling to England to prove himself as an officer in the fledgling Royal Flying Corps during the tumulruous opening weeks of the First World War. Find out more about Will Turner's Flight Logs at t he companion Web site: www.turner logs.com Published by Luc ky Press and available at all

fine booksellers or call : 800-462-6420

ISBN: 0-9676050-3-2 448 pages $18.95

E-ma il: books@luckypress.com

find the color. You may also find that Randolph has a ure­ Will Turner's adventures continue with thane that matches your color. When you order your Turner's Flight (Available early 2002) quart of clear dope and your quart of finish, also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape. It works great rfor making small patches. We are now ready to fix a ding. Let's say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l/4-inch tear in the fab­ ric. We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn 't perfect. Carefully hand sand the enamel top coat off in a 1/2-inch Fly high with radius around the tear. After the finish has been removed quality Classic interior

down to the clear dope, cover the tear with a I-inch diame­ ter piece of fabric. The I-inch patch should fit nicely into Complete interior assemblies ready for installation the I-inch sanded area. This patch can be bonded in place Custom qualit y at econom ical pri ces. with clear dope or fabric cement. Once the patch is bonded • Cushion upholstery sets in place, build up the finish with clear dope until YOU are • Wall panel sets satisfied with how smooth the area will be. Lightly sand and • Headliners apply a finish coat. • Carpet sets • Baggage compartment sets If that piece of gravel only chipped the finish coat, the re­ • Firewall covers pair is much simpler. If the finish coat (color) is gone but • Seat slings silver or clear dope is visible, all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges Free catalog of complete product line. and apply a new coat. If the chipped place is 1/4-inch in di­ Fabric Selection Guide showing actual sample colors and ameter or less, you may be able to fill in with the finish coat styles of materials: $3.00. without sanding at all. Most importantly, keep the protective finish sealed against moisture. A good repair and refinish will accomplish that goal. Every Bellanca owner should own a roll of finish 259 Lower Morrisville Rd., Dept. VA tape, a can of clear dope, and a can of finish paint. Just for Fallsington , PA 19054 (215) 295-4115

the heck of it, include fabric inspection on the pre- and post­ website: www.airtexinteriors.com

Fax: 800/394-1247 ....... flight inspections. It doesn't take but a minute.

a

airtexl;RODUCTS, INC.

VINTAGE AIRPLANE

23

--,~g;;",..,..~~. "'."'~

The {ollowing list o{ coming events is furnished to ollr readers as a matter o{ in{ormation only and does not col1Stitute approval, sponsor­ ship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the in{O/mation to fAA, Att: V!n ­ tage Airplane, P.O. Box 3086, Oshkosh, W I 54903-3086. Information sholiid be received {ollr months prior to the event date. MARCH 23-Forl Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m., EAA Hangar, 5t. Lucie International Airport. Info: 561-464-0538 or 561­ 489-0420. APRIL 20-Fort Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-1 1 a.m., EAA Ha ngar, 5t. Lucie International Airport. Info: 561-464­ 0538 or 561-489-0420. MAY 3-5-Burlington, NC-VAA Ch . 3 Spring Fly-I n. Ala m ance Cou n ty Airport. Info: 910-947-1853 or 252-225-0713 MAY 3-5-Cleveland, OH-18th Annua l Symposium of t h e Society of Air Racing Historians. Sessions feat uring talks by pilots, crew members and oth ers at th e Ho liday In n-Ai rpor t. Info: Herman Scha u b, 440-234-230 1 or Don Berl iner, 703­ 548-0405. MAY 4-Meridian, MS-EAA Ch. 986 Fly-In. Topton Air Esta tes. Free BQ dinner 10 a.m. -2 p.m. Info: 601-693-1858 or

flddleross@msll.com .

MAY 4-5- Woodland, CA-8 th Annua l Grea t Valley Fly- In, Watts-Wood land Airport (041). Judgi ng of antiq ues, classics, and homebuilts. Pancake breakfasts, food vendo rs, raffle, Young Eagles program. Info: 530-662-9631 or

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MARCH

2002

MAY 4 -5-Dayton, OH-Ch. 48 Ann ual Funday Sunday Regiona l Fly-In at Moraine AirPark (1-73). Camping, awards, d isplays. In fo: 937-859-8967 or www.MoraineA irpark.com. MAY 4 -5-Hendersunville, NC_12th Annual "Old Fashion" Air Fair. Western North Carolina Air Museum. Fly-ins welcome. Old and homebuilt ai rplanes, an tique cars, food. Rides in antique and new ai rcraft. No admission charge. Info: 828-696-1071. MAY 5-Rock{ord, IL-EAA Ch. 22 Fly-In/Drive-In Breakfast, Greater Rfcl. Airport, Courtesy Aircraft Hangar. Info: 815-397-4995. MAY 11- TOllghkenamon, PA-EAA Ch apter 240 Open House & Hangar/Clubhouse Ded ication. 28 th Ann ua l F1y- In/Drive-In season at New Garden Airport (N57), with pancake breakfast. Young Eagles fl ig h ts. Admission free. Info: 215-761-3 191. MAY I7- I9- Collimbia, CA-Gath er ing of Luscombes 2002, 26 t h a n nua l event. Aircraft judging, spot landing, flour bombing competi tions, and mo re. Info: 559-888-2745; 619­ 482-8236, or www. /uscombe-c1a.org. MAY IS- Fort Pierce, FL-EAA Ch . 908 Pancake Breakfast, 7-11 a.m., EAA Hangar, St. Lucie International Airport. Info: 561­ 464-0538. MAY I9- Troy, OH-VAA Chapter 36 1st Annual Fly-I n Barbeque at Waco Field. Info: 937-447-4145. . MAY I9- Romeoville, IL-EAA Ch. 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT). Info: 630-243-8213. MAY I9- Warwick, NY-EAA Ch. 501 Annua l Fly- In. Warwick Aerodrome (N72). 10 a.m.-4 p.m. Registration for judging closes at 2pm . Info: 212/620-0398. MAY 24-25-Atchison, KS-36 th Annual Kansas City Area Fly­ In, Ame li a Earhart Memorial Airport (K59). Info: 8 16-238­ 2161 o r 8 16-363-635 1, or jSllllens@kc.rr.com. MAY 25-Zallesville, OH-EAA Ch. 425 Fly-I n!D rive- In Breakfast. Riverside Airport. 8 a.m.-2 p.m. Breakfast all day, lu nch items 11 a.m .-2 p.m . Fly Ma rket. Info : 740-454-0003. MAY 26-Portage, WI-EAA Ch. 371 Fly- In Breakfast. 7 a.m.­ Noon. Info: 608-742-3300. MAY 3I-JUNE I -Bartlesville, OK-16 th Annua l Bip lane Expo at Fra n k Ph illi ps Field. Foru ms, static disp lays, seminars, exh ibits. All types of aircraft and ai rp la n e lovers are invited . Biplane crews and NBA members adm itted free. Info: Charlie 918-622-8400 JUNE I-Alliance, OH-Young Eagles & O ld Buzzards Day. Barber Airport (201). EAA Ch. 82. 10 a.m.-5 p.m. Food & fu n . Pilots and aircraft needed. Info: 330-823-1168 or

www·fbarber@a llial1celil1k.com. JUNE 2-Cheboygan, MI-EAA Ch. 560 w/ Great Lakes Air, Annua l Fly/Drive-In - Steak O u t. St. Ignace, MI Airport. Noon -4 p.m . In fo: 23 1-627-6409. JUNE 2-DeKalb, IL-38 t h Annua l C h . 241 Fly-In . (DKB) Breakfast 7 a.m.-Noon. Info: 847-888-2919. JUNE 7-9-Reading, PA-Mid Atlantic Air Museum WWII Commemorative Weekend, Mid Atlantic Air Museum. Tickets at gate $13 adults, $5 ch ildren age 6-12. Special 3-days for $25. Info: 410-997-7404 or [pierce@Avialol1tic.com or

www.maam.orglmedia.html.

EAA FLY·IN SCHEDULE 2002 SUNI NFUN EAA flY-IN

VIRGINIA STATE EAA flY-IN

www.slm-n-fUlI.org

www.vaeaa.org

April 7·13, Lakeland, Fl.

September 7·8, Dinwiddie County Airport

EAA ROCKY MOUNTAIN REGIONAl

EAA EAST COAST FlY·IN

www.greeleynet.com/eaaregional

www.eastcoastflyin.org

June29·30, Longmont, CO

September 13·15, Toughkenamon, PA

NORlllWEST EAA FlY·IN

EAA SOUTHWEST REGIONAL FlY·IN

www.nweaa.org

www.swrfi·com

July 1()'14, Arlington, WA

September 27·28, Abilene, TX

EAA AlRVOOIJRE OSHKOSH

EAA SOUTHEAST REGIONAl flY-IN

www.airventllre.org

www.geocities.com/-serfi

July23-29, Oshkosh, WI

October 4·6, Evergreen, AL

EAA GOLDEN WEST REGIONAl FlY·IN

COPPERSTATE EAA FlY·IN

www·gwfly-in.org

www.copperstate.org

September 6-8, Yuba County Airport (MRV)

October 1()'13, Phoenix, A1.

EAA MID-EASTERN FlY·IN

419·447·1773 (telefax)

September 6·8, Marion, OH

JUNE 7-9- Gainesville, TX-Texas Ch.

SEPTEMBER 13-15-Watertown, WI­

Antique Airplane Association hosting its 39 th Annual Fly-In. Gainesville Municipal Airport (GLE) Info: 817­ 429-5385; 817-468-1571. JUNE 23-Niles, Ml-EAA Ch. 865 Annual Fly-In / Breakfast at Jerry Tyler Municipal Airport (3TR), 7 till noon. Info: 219-271-8533. JULY 6- Rensselaer, TN-EAA Chapter 828 Fly-In at Jaspe r County Airport. Ham & bea n lunch . Info: 219-866­ 558 7. JULY 13- Toughkenamon, PA-EAA Chapter 240, 28 th Annual Fly­ In/ Drive-In Pancake Breakfast 8:00 a.m. at New Garden Airport (N57) . Youn g Eagles' Rally. Admission free. Info: 215-761 -3191 JUNE 13-16-St. Louis, MO-American Waco Club Inc. Fly-In . Creve Coeur Airport. Info: Phi l 616-624-6490 or Jerry 317-535-8882. JUNE 22-Waus eon, OH-Ch. 149 Annual Pancake Brea kfast Fly-In. Fulto n County Airport (USE). Info: 419-636-5503 . JUNE 20-23-Mason, MI-Erco upe Reunion National Convention. Mason-Jewe tt Airport (TEW). Everyone welcome. Info: 810-231­ 3392 or mlrdunlap@yahoo.com. JUNE 22-Zanesville, OH-EAA Ch. 425 Fly-In-Drive-In Breakfast. Riverside Airport. 8am-2pm. Breakfast all day, lunch items llam-2pm . Fly Market. Info: 740-454-0003. JUNE 27-30-Mr. Vernon, OH-43 rd Annual Nat'l Waco Club Reunion. Wynkoop Airport. Info: 937-866-6692 or WACOASO@aol.com. JULY 5-7-Alliance, OH-Taylorcraft Foundation, Taylorcraft Owner's Club Fly-In & Reunion . Barber Airport (2D1). Brea kfa st Sat. & Sun. by EAA Ch. 82. Info 330-823-1168 or www.taylorcraft.org. JULY 13-Zanesville, OH-EAA Ch. 425 Fly-In/Drive-In Breakfast. PARR Airpo rt. 8 a.m.-2 p .m . Breakfast all day, lunch items 11 a.m.-2 p.m . Fly Market. Info: 740-454-0003 . AUGUST 4-Queen City, MO-15 th Annual Watermelon Fly-In. Applegate Airport. Info: 660-766-2644. AUGUST 9-11-Alliance, OH-Ohio Aeronta Aviators Fly-In and Breakfast. Alliance-Barber Airport (201 ). Info: 216-932-3475 o r bwmatz@yahoo.com or www.oaafly-in.com. AUGUST 10-Toughkenamon, PA-EAA Ch. 240, 28 th Annua l Fly-In / Drive-In Pancake Breakfast. 8:00 a.m. New Garden Airport (N57). Young Eagles' Rally. Admission free. Info: 215-761­ 3191 A UGUST 23-25-Sussex, NI -Sussex Airshow. Top performers. All types of aircraft on displ ay. Info 973-875-73 37 or www.sussexairportinc.com. AUGUST 31-Zanesville, OH-EAA Ch . 425 Fly-In/Drive-In Brea kfast. Riverside Airpo rt. 8 a.m. -2 p.m . Brea kfast all day, lunch ite ms 11 a.m.-2 p.m. Fly Market. Info: 740­ 454-0003.

2002 Midwest Stinson Reunion. (RYV). Info: 630-904-6964. SEPTEMBER 14-Hollywood, MD-EAA Ch . 478 Fly-I n, Open House, Youn g Eagles Rally, and Pancake Brea kfast. Captain Walter Francis Duke Regio na l Airport (2W6). Info: 301-866-9502. SEPTEMBER 14-15-Bayport, New York-Ant ique Airplan e Club of Greater New York Fly-In. Brookhaven Airport. Stati c disp lay of vinta ge & hom ebuilt aircraft. Awards in various categories. Info: 631-589-0374. SEPTEMBER 20-21-Bartlesville, OK­ 46th Annual Tulsa Regional Fly-In. Frank Phillips Field. Type club forum s, static displays, exhibits. Admissi on by dona­ tion. Info: Charlie Harris 918-622-8400.

SEPTEMBER 22-Hin ckley, IL-Ch. 241 Fall Fly-In Breakfast. (OCl) On

th e grass. 7 a.m.-Noon . Info : 847­ 888-2919. SEPTEMBER 28-29-Alliance, OH­ American Military Histo ry Event. Barber Airport (2 D1) . Info: 330-823­ 11 68, www.fbarber@alliancelink. com . O CTOBER 5 -8- Waus eon, OH-Ch. 149 Annua l Mini Chil e Fly-In. Fulton County Airport (USE). Info: 419-636-5503. O CTOBER 12-Toughkenamon, PA­ EAA Chapter 240, 28 th Annual Fly­ In /D rive- In Pancake Brea kfast. 8:00 a.m. at New Garden Airport (N57). Young Eagles' Ra ll y. Admission free. Info: 215-761-3191.

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NEW MEMBERS

Slavyk Stefaniuk ............. Kurrajong NS, Australia

Ojars Balodis ............. Mount Eliza VIC, Australia

Laurent Van Nieuwenhove .......... Gent, Belgium

Guillermo Maiztegui .................Sao Paulo, Brazil

Doug Banks...........................Tofino, BC, Canada

Bill J. Pottage ................. Abbotsford, BC, Canada

Bob May ........ ........ ......... Winnipeg, MB, Canada

Henry Napastiuk ............ Winnipeg, MB, Canada

Peter H. Dale .................. Kilworthy, ON, Canada

Michael Shaw .................... Orleans, ON, Canada

Dr. Ronald A. Javitch .....Montreal, QC, Canada

Peter Ackermann ............... Oldenburg, Germany

Mirco Pecorari ............................ Modena IT, Italy

Mario Pozzini .........................Trecate (NO), Italy

Ruben Cagnata ............................. Mantova, Italy

Steven Cox ..................... Papakura, New Zealand

Robert S. Sawyer.. ...................Stavanger, Norway

Elpidio M. Paras ...Cagayan de Oro City, Phillipines

Don F. De Voe .............................. Anchorage, AK

William Decreeft................................. Homer, AK

John C. Adams .............................. Huntsville, AL

Mary Jane Hammett.. ................ Birmingham, AL

Dennis G. Robinson ............................ Rogers, AR

Darren Wheeler ............................ Little Rock, AR

Ed Bouchard ....................... West Hollywood, CA

Andy Butler.. .................................... El Ca jon, CA

Bob R. Byrne........................... Cameron Park, CA

George E. Chaffey ........................... Lafayette, CA

Rick Gregory .....................................San Jose, CA

Richard W. Grinnell ............... Meadow Vista, CA

David Hampton ......................... Grass Valley, CA

Patrick John Joyce ........................... El Cajon, CA

Donald L. Lee ...................... Corona Del Mar, CA

Howard Lieberman ...................... Sunnyvale, CA

Don Margolin .......................... Santa Barbara, CA

Richard Marlow .........................Nevada City, CA

Bruce D. Marlow ........................Nevada City, CA

Ian L. Marsh ........................................ Alamo, CA

Carlene Mendieta .............. .... .............. Pinole, CA

David W. Mineck .............................Saratoga, CA

William Nikkel ................................Torrance, CA

Darrell L. Oge ........ ........................ San Diego, CA

Malcolm S. Pond ............................. Riverside, CA

John Rawson ...................................... Orange, CA

Robert Rogell ............................ Pacific Grove, CA

Christine Porter Vig ..................San Leandro, CA

Alan Arnold ......................................... Basalt, CO

William Folkerts ...............Highlands Ranch, CO

Thomas Haefeli ............................... Delnorte, CO

Richard Steven McLellon ............... Littleton, CO

Alex Bothwell .................................... Orlando, FL

John D. Bragdon .............................. Lakeland, FL

Walter R. Dix ........................... Winter Haven, FL

Gene Every .................. ................. Fort Meade, FL

Mark A. Ferguson ......................Cocoa Beach, FL

John D. Ficklen ...................St. George Island, FL

Dennis V. Harrell ............................ Palm City, FL

George Onik .............................. Miami Beach, FL

26

MARCH 2002

Dr. W. B. Shreve ............................ Gainesville, FL

Randall F. Smith ...................... Satellite Beach, FL

Douglas C. Stante ....................................Lutz, FL

Bob Welter ............................................. Eustis, FL

Carey L. Westall ................................... Naples, FL

C. Richard Whittemore ..................... Lantana, FL

Robert G. Boston .................. ............. Atlanta, GA

James Gray ...................................... Cumings, GA

Thomas F. Shaw............................. Hoschton, GA

John R. Sapp .............................. Cedar Rapids, IA

Robert G. Williams .................... Hayden Lake, ID

Jeff Clymer ........................................ Deerfield, IL

Susan Dacy ......................................... Harvard, IL

John Ditchie ................................... Glen Ellyn, lL

Kenneth R. Fell .................................... Oneida, lL

Daniel Morris ................................ Woodstock, IL

Wayne V. Mountain ................................ Perry, IL

Bill W. Rusk ................................ Poplar Grove, IL

Blake Larson .................................. Newburgh, IN

Charles Cozad .................................... .Topeka, KS

William M. Barnett .. ....................Taylor Mill, KY

Steven John Marcozzi ............. Lawrenceburg, KY

Roger J. D. Wells ................................ Goshen, KY

Jay R."Rocky" White ........................... Bossier, LA

Arthur Stutz ...................................... Weston, MA

John E. Williams ......................... Centerville, MA

Michael A. Pilla ............................. Ogunquit, ME

John Gill .................................. Grand Rapids, MI

Gilmore Schmiei ................................ Warren, MI

Mark Taylor ..................................... Riverdale, MI

Charles E. Wolter ................................... Niles, MI

Matthew Flaugher ......................... Mankato, MN

Keith Gettier ................................... Oakdale, MN

John D. Mezera .............................SI. Cloud, MN

Timothy J. Miller ...................... Hutchinson, MN

S. C. Peterson .............................. Northfield, MN

Sherm Ringer.. ..................................St. Paul, MN

Arthur Theyson ................ .......... .. Burnsville, MN

Robert L. Witkofsky ............... Grand Rapids, MN

Robert D. Henrikson ................ Chesterfield, MO

Allan Koebel ............................... High Ridge, MO

Charles Powell ....................................Ozark, MO

Ed Schlotzhauer ............................ Boonville, MO

Jonathan Sloop ....................... Lee's Summit, MO

Jerome H. Hammond .......................Jackson, MS

Bennie Ray Bass .......................... Bladenboro, NC

Mark Cassada ........................... Hillsborough, NC

Rick R. Jones ................................. Greenville, NC

John Latz .................................... Mooresville, NC

Michael E. Morton ........................... Hickory, NC

Philip C. Whapham ................... Kernersville, NC

Geoffrey Clark ........................... Portsmouth, NH

Steven E. Touchette ................ Georges Mills, NH

Richard J. Bochkay ........................ Blairstown, NJ

Lester Skinner ......................... Franklin Lakes, NJ

Douglas Webb ............................. Mullica Hill, NJ

John Dougherty ............................ Bernalillo, NM

Doyle Seymour ...................... Alburquerque, NM

Richard Hofmann ............................ Wolcott, NY

Russell Marcini ................................ Flushing, NY

Clifford A. Souza ...................... Ballston Lake, NY

Daniel Wentworth .................. Cooperstown, NY

Duane White ....................... Wappinger Falls, NY

Jim Butler ........................................... Powell, OH

Jim Leatherbeery .......................... Courtland, OH

William C. Merkle .................. Williamsburg, OH

JamesJ. Miller ............................... .....Orient, OH

Bernie R. Oldenburgh ....................... Mentor, OH

Hugh Berkley Showe ................... Columbus, OH

William T. Brennan ..................... Comanche, OK

Donald H. Davis ...................................Tulsa, OK

W. D. Kendrick...................................... Pryor, OK

Lou Davidson .................................... Buxton, OR

Bruce F. Haphey ...................................Sisters, OR

Ronald Hart... ........................................ Bend, OR

Gary Shearer .................................The Dalles, OR

Kenneth Brown .............. .................... Denver, PA

Michael A. Friel ............... ....................Dalton, PA

Howard Hollins ........... Washington Crossing, PA

Larry Pritchett.. ......................... Williamsport, PA

Richard Raymon Wright... ............. Reinholds, PA

John K. Summers ............ Hilton Head Island, SC

Mark Casillas ..................................... Bartlett, TN

William Barger ..........................San Antonio, TX

Christopher D. Barker ..................... Lubbock, TX

Mark C. Evans .......................................Keller, TX

David M. Finkes ................................... Bryan, TX

Garry Grosse..................................McKinney, TX

Bob Hassel ............................................ Plano, TX

Allen T. Johnson .................. The Woodlands, TX

Cecil R. Kingsbury ........ ......... .. ........ Houston, TX

Mark Lindstrom ................................. Conroe, TX

Jim Markle ............................................ Plano, TX

Leo Orlowski .................................. Granbury, TX

John D. Startz .................................. Houston, TX

Jonathan Still ......................... Corpus Christi, TX

W. Donald Fischer................................Salem, VA

William Ameden ....... ................... Marshfield, VT

ChrisJ. Byrd ........................... Mercerisland, WA

Tom E. Carpenter. ............................. Renton, WA

Elden W. Larson .............................. Bellevue, WA

William Nelson .................................. Seattle, WA

William Parent.. ............................ Redmond, WA

Albert H. Powers ................................ Seattle, WA

Michael B. Ward ...................... Lake Stevens, WA

David Wright .....................................SeattIe, WA

Manley H. Young ...............................Camas, WA

Harold Bauer ............................New London, WI

Scott W. Engelhart ......................... La Crosse, W1

Gary A. Glojek ............................... Pewaukee, WI

Daniel C. Hanson ............. Wisconsin Rapids, WI

PatrickJ. Konz ...............................Lake Mills, WI

Thomas Kunath ........................... New Berlin, WI

John T. Manchester, Jr. ..... ............. Brookline, WI

Eric Whyte ......................... South Milwaukee, WI

Lee F. Robinson .......................... .. Cheyenne, WY

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VINTAGE AIRPLANE

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enough-follow the procedures manual cre­ ated by the finishing system 's manufacturer. Its procedures are the result oftesting and experience, much ofit gained over many decades. While this type ofacci­ dent is not common, it can happen, and with circumstances far worse than that Giles endured! Some common sense precautions when dealing with solvents include: 1. Keep solvents offyour skin; use bar­ rier creams and gloves. 2. Monitor all sources of flame in your shop/garage. Make certain all flames are extinguished. Gas hot water heaters are particu larly dangerous if not properly shielded. Space heaters are bad ideas. If you can't safely control heat, wait until spring. 3. [fyou are smoker, don't. 4. Properly dispose ofrags; they can self­ ignite ifleft in a pile. 5. Static discharge is a very real prob­ lem. Test for static in dry conditions by doing the "rug scuffle, doorknob" test prior to work. If you get a spark, avoid rubbing anything with solvent-soaked rags.

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Corona. CA RVASSEMBLY

June 21-23 2002

Griffin. GA TIGWELDING

June 21-23. 2002 Frederick. MD

Denver. CO SHEET METAL COMPOSITE CONSTRUCT. FABRIC COVERING INTRO TO AIRCRAFT BLDG. ELECTRICAL SYSTEMS & AVIONICS

May 31 -June 2.2002 Griffin. GA June 7-9. 2002

Griffin. GA

Sept 20-22. 2002

Griffin. GA TIG WELDING RV ASSEMBLY

RVASSEMBLY

Visit www.sportair.com for a complete listing of workshops.

$poRrAIR WORKSHOPS

--iZi)-­ 28

MARCH

2002

1-800-WORKSHOP 1-800-967-5746 sportair@eaa.org

Use only cotton towels whenever pOSSible, altho ugh you must make certain they're as lint-free as possible. Use only new rags, and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--they're us ually loaded with si licone or invisible grease residue. Fabric softeners are notorious for silicone content. Silicone contami­ nation will absolutely ruin your fabric job, and the only sol ution to silicone contamination of the fabric is replac­ ing the fabric! The best idea is to head off to the lo­ cal building/painter's supply store and purchase a box of fresh painter's tow­ els . Be sure to mention your project cannot be subjected to any silicone contamination. If the salesperson gives you a quizzical look, move on up the chain of command until you have con­ fidence in the answer you receive.. This is no time to not be absolutely certain about your materials. I avoid using rags that contain a higher percentage of polyester, simply beca use they wi ll maintai n a static charge easier than a cotton cloth . ......

Membership Services VINTAGE

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ASSOCIATION

Directory-

~

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

OFFICERS Presiden t

Vice· President

Espie 'Butch' joyce P.O. Box 35584 Greensboro, NC 27425 336/668·3650

windsock@aol.com

George Daubner 2448 Lough Lane Hartford, WI 53027 262/673-5885 vaaflyboy@aol.com

Treasurer

Secretary

Charles W. Harris

Steve Nesse 2009 Highland Ave.

Albert Lea, MN 56007

507/373·1 674

7215 East 46th Sl. Tulsa, OK 74147 918/622·8400

cwh@hv5u.com

DIRECTORS David Bennett P.O. Box 1188 Roseville, CA 95678 916/645-6926

antiquer@inreach.com Robert C. "Bob" Bra uer 9345 s. H0JQ;e

Chm'?7~2IO~20

Jerumie Hill P.O. Box 328 Harvard, Il60033 815/943·7205 dinghao@owc,net Steve Krog 1002 Heather Ln.

Hartford, WI 53027 262/966-7627

photopilot@aol.com

sskrog@aol.com

j ohn Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

507/263-24 14

Robert D. "Bob" Lumley 1265 South 124th SI. Brookfield, WI 53005 262/782·2633 lumper@execpc.com

fchld@roonnecr.com j ohn

Phone (920) 426-4800 Fax (920) 426-4873 E-Mail: vintage @ eaa.org Web Site: http://www.eaa.org and I,ttp://www.airventure.org

s. Copeland

lA Deacon Street North~08/3§~:N¢5 0 1532 copelandl @juno.com Phil Coulso n

n03capt@f]ash,llet Dean Richardso n 1429 Kings~n Rd

stou~fflnh_8~~l589

616/624 ·6490 rCQulson516@cs.com

dar@aprUaire.com Geoff Robison

W~~est~r~~d5~~ 507/288·2810 rgomoU@hotmail.com

1521 E. MacGregor Dr.

New Haven, IN 46774

219/493·4724

chief7025@aol.com S.H. II Wes" Schmid

Dale A. Gustafson

2359 Lefeber Avenue

7724 Shady Hills Dr.

Wauwatosal WI 532 13

I ndia:ft"ffz~j.!~3t6278

414/77 1-1545

shschmid@gdinet.com

DIRECTORS

EMERITUS

Gene Chase 2159 Ca rlton Rd. Oshkosh, WI 54904 920/231·5002

(NAFI)

• Address changes • Mercha ndise sales • Gift memberships

Programs and Activities EAA AirVenture Fax·On· Demand Directory . . . .. . . .. .... .. . .. . .. ..... 732·885·6711 Auto Fuel STCs . . . . .... .... . . 9204264843 Build/ restore in fo rmation ..... 9204264821 Chapters: locating/ orga n izing . . 920-4264876 Education . . . ... . .. .. .... . .. 920426·6815 • EAA Air Academy • EAA Sch olarships

Benefits AUA . .... .... . ... .. . . ... . . 800·727·3823 AVEMCO .. . . . . . . . .... ... .. 800·638·8440 Term Life and Accidental . . .. .. 800·241·6103 Death Insura nce (Ha rvey Watt & Company) Editorial Subm itting article/ ph oto; advertising informa· tion 920426·4825 . ........... FAX 920-4264828 EAA Aviation Foundation Artifact Donation s . . . . .. .. .. . 920426·4877 Fina ncial Support . . . . . . . . . . . 800·236·1025

f.E. "Buck" Hilbert P.O. Box 424

Union, II 60180

8 15/923-459 1 buck7ac@mc.net

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Associ· ation, Inc. is $40 for one year, induding 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit ca rds accepted fo r membership. (Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Associaton and receive VINTA GE AIR· PLANE magaZine for an additional $36 per year. EAA Memb ershi p, VIN TAGE AIRPLA NE magazine and one year membership in the EAA Vintage Aircraft Associa tion is available for $46 per yea r (SPORT AVIATION magaZin e n ot in· cluded). (A dd $7 fo r Foreign Postage.)

ADVISORS

lAC

Alan Shackleton

Current EAA members may join the Interna· tional Aerobatic Club, Inc. Division and receive SPORT A EROBATICS ma gazin e fo r an addi · tional $40 per year. EAA Memb ershi p, SPORT A EROBA TICS magaZi ne and one year membership in the lAC Divisio n is availabl e for $50 per yea r (SPORT

P.O. Box 656

Sugar Grove, IL 60554-0656

630/466-4193

103346.1772@<ompuserve.com

Steve Bender

Dave Clark

815 Airport Road Roanoke, TX 76262 817/491·4700

635 Vestal Lane Plainfield, IN 46168 317/839·4500 davecpd®iquesl.net

sstlOO@emaiJ.msn.com

Flight Advisors in formation .... 920426-6522 Flight Instructor in fo rmation ... 9204 26·6801 Flyi ng Start Program ..... . .... 9204 26·6847 Libra ry Services/ Resea rch .. .... 9204264848 Medical Questions .. . .... .. . .. 9204264821 Techn ical Counselors .. . . .... . 9204264821 Young Eagles . . . . .. . .... .... . 9204264831

Gene Morris 5936 Steve Court Roanoke, TX 76262 817/49 1·9110

28;'1;'t~;~r~~fr. ROler Gomoll

EAA and Division Membership Services 800·843-3612 . ..... . .. . . . FAX 920·426-6761 Monday-Friday CST) (8:00 AM-7:00 PM • New/ renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors

AVIATION magaZ ine n ot incl uded). (Add $10 for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA War­ birds of America Division and receive WARBlRDS magaZine for an additional $35 per year. EA A Me mbe rship, WARBIRDS m agaz in e and one year mem bership in the Warbirds Divi· sio n is ava ilabl e for $45 p e r yea r (SPORT AVIATION magaZi ne n ot includ ed). (Add $7 for Foreign Postage.)

EAA EXPERIMENTER Curre nt EAA m e mb e rs m ay rece ive EAA EXP ERIMENTER magazi n e fo r an add iti on a l $20 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magaZine not included) . (Add $8 for Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a ch eck o r d raft drawn on a United States ba nk payable in Unit ed Sta t es d o ll ars . Add req uired Fore ig n Postage amount fo r each membership.

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

Copyright ©2002 by the EAA Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center,3000 Poberezny Rd., P.O. Box 3088, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EAA Vintage Aircraft Association, P.O. Box 3088, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via sur­ face mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeralion is made. Material should be sent to: Editor. VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh. WIS4903-3088. Phone 920/426·4800. EMf) and SPORT AVlAT10~, the EM Logot' and Aeronautica"" are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited. The EAA AVIATION FOUNDATION Logo is a trademarl< of the EAA Aviation Foundation. Inc. The use of this trademarl< without the permission of the EAA Aviation Foundation. Inc. is strictly prohibited.

VINTAGE A)R PlANE

29

a. Golf Shirts•............

$31.95 The Vintage golf shirt is your versatile. comfortable. 100% combed cotton sport shirt for almost every activity. Seagrass: Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547

Ocean Blue

Maize Yellow

sm v00549

sm VOO555

mel VOO550 Ig VOO552

mel VOO556 xl VOO558 2x VOO559

xl 2x

VOO553 VOO554

ORDER ONLINE

WWW.EAA.ORG b. Select Bound Vintage Volumes

b.

Limited quantities of Vintage bound volumes are available. 1990 and before ••••••••••• $25.00 After 1990 ••••.•••••.•••• $30.00

c. Travel Mug ..... V00342

$12.95 Classic stainless steel mug with plastic handle and cap. Standard base fits most car cup holders.

d. Coffee Mug ... .. V00234

$4.95 Enjoy your morning coffee with this blue trimmed Vintage logo mug.

TELEPHONE ORDERS

800-843-361 FROM US AND CANADA

e. Vintage Caps •••.•.••••• • . $12.95

A L L OTHERS CALL

920·426·591 2

Choose a color and style to fit your personal taste. Royal Blue .•••••••••..••• V00355 Khaki •••••••••• • •••••••• V00356 Olive (not shown) • • • • • • • • • • • • • V00357 Maroon ••••••.••••.••••• V00438 Red w/navy (not shown) • • • • • • • V00361 Khaklw/navy ••••••••••••• V00439 Yellow w/navy •••••••• • ••• V00435 Natural wIred (not shown) • • • • • • V00436 Red w/black ••••••••••••• V00437

P.O . Box 3086 WI 54903·3086

OSHKOSH ,

e. 30

MARCH

2002

Leather Bags from

Vintage Aircraft

An embossed logo graces each of these finely crafted, genuine leather bags, which come in eit her tan or black.

f. Leather Briefcale •••••••••• $79.95 tan V00497

black VOO51O

Crafted with a rich deSign, this case has several interior pockets and goes from home to the boardroom in style. Approxi­ mately 12"h x 16"w x 4.5"d

g. Leather Pouch •••••••••••• $21..96 tanVOO~

~kVOO~

Rapped, soft leather bag has shoulder strap. Approximate size: 7.5"h x 5"w x lS"d

h. LeatIIer Backpack •••••••••$49.95 tan V0049S

black VOOSU

Perfectly sized with convenient zippered pockets on the inside and outside. Approx­ imately: U "h x 9"w x 4.5"d

I. Leather Pocket Bag (black only) ••••••••••• VOOW $46.96 Convenient phone/sunglass pocket make this bag a definite accessory. Approximate size: 9 "h x 6 "w x 3 "d

J. Embossed Denim Jacket. _... $66.99 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back.

md V00241 Ig VOO242

xl VOO243 2x VOO244

DON'T MISS OUT ON

THESE GREAT VALUES!

ORDER NOW

TELEPHONE

ORDERS

800-843-3612 FROM US AND CANADA ALL OTHERS CALL

920426-5912

ORDER ONLINE

WWW.EAA.ORG MAIL ORDERS P.O. Box 3Oe6 OSHKOSH,WI5490~30e6

VINTAGE AIRPLANE

31

Bill Cullere Stuart, FL

First solo flight in February 1994 in a PA 12路 150 516 total hours - 490 toilwheel -

The

AUAis

CuI/ere

fa mily stands with their Fairchild 24.

"AUA has insured three J-3 Cubs, two Stampe SV4Cs, a Stearman PT-17 and

AUA's Exclusive EAA Vintage Aircraft Assoc. Insurance Program

a Fairchild 24 over the past seven

approved.

years. AUA has been my only insurance company. They make it very simple to

To become a member of the

Medical payments included

modify existing coverage when needed

Fleet discounts for multiple aircraft carrying all risk coverages

and are very agreeable people to

No hand-propping exclu sion No age penalty

deal with ."

Vintage Aircraft

- Bill Cullere

Association call

800-843-3612

Lower liability and hull prem iums

The best is affordable .

Give AUA a call - it' s FREE!

No component parts endorseme nts Discounts for claim路free renewal s carrying all risk coverages

Remember,

We're Better Togetherl

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

AVIATION UNLIMITED AGENCY