Page 1


Getting ready for the flying season

t's March, and spring is now right around the corner. For those of us who live in the colder areas of the country, it's about time again to perform that all-important annual pre­ flying season/preflight inspection of our flying machines. I forever think of that unfortunate soul I once read about who was on his initial springtime shake­ down flight with his vintage aircraft. Just as he was rotating on his takeoff run, a live squirrel jumped in his lap from under the instrument panel! Thankfully, the story ends with the pilot shooing the squirrel off his lap, after which he was able to successfully maintain control of the aircraft and return to the airport to dispose of the unwelcome hitchhiking critter. I have often wondered about such a predica­ ment. Would I have been able to react as well to an incident of this nature? Consider for a moment that nanosec­ ond of time when you have no idea at all what that sensation is of something crawling around on your lap as you have a hand full of airplane you're at­ tempting to operate. I suspect I would be so startled by such an event that I re­ ally must question my ability to main­ tain control. Stories like that prompt me to do my best to take a long look at my aircraft prior to that initial launch each year. Even though you may have your air­ craft hangared in a relatively secure and well-enclosed faCility, it remains a mys­ tery to me how these little critters can squeeze themselves into the smallest of places as they seek a remote and sup­ posedly safe nesting place. So, let's all take a really close look at our aircraft prior to that annual springtime shake­ down run. It really needs to be a little


more involved than kicking the tires and checking the oil. We need to per­ form the very best of initial preflights each and every spring to be certain that the aircraft is as ready as we are to hit the wild blue yonder. If you read the EAA Hotline col­ umn in the January issue of EAA Sport Aviation, you learned a lot about the many successes we as EAA members benefited from in 2007 thanks to the strong efforts of our government rela­ tions department at EAA. Even with these many successes behind us, we continue to wait out the dilemma in the House and Senate in determining what impact, if any, user fees may have on general aviation operations. They have now been back from the holiday recess for weeks, but they seem to still be struggling to figure out how to ap­ pease the airline lobby and still prop­ erly fund our air traffic control system. To me, this issue is particularly perplex­ ing, and it's also yet another fine ex­ ample of our legislators attempting to fix something that's not yet broken. If they keep fiddling with this, it's likely to me that they will yet again come up with a solution that smells nice to them at the time of passing it, but after a year of operational assessment it's likely to result in a really noxious odor emanat­ ing from every general aviation facility operating across this country. Let's all hope for the best. Be sure to tell your representatives that you support H.R. 2881 and it's time to bring these issues to rest. I know for certain that in the House and Senate there are a good number of bright and supportive leaders who are fighting the good fight on our behalf, but we must continue to stand united in opposition

of user fees to fund the Federal Aviation Administration (FAA). The EAA government services de­ partment, in coordination with the VAA, vintage type club representatives, Warbirds of America, and a number of other individuals representing the lead­ ership of EAA met again this past Janu­ ary with the FAA to discuss many of the relevant regulatory issues facing our membership. This annual summit between the EAA and the FAA is a one-of-a-kind meeting outside the beltway, where the FAA offers a truly unique opportunity to discuss many of the critical issues facing an organization such as ours. I am very pleased to report to our membership that this was yet again a highly produc­ tive session that will likely lead to any number of significant improvements to the rules regulating our aircraft types. Be sure to watch the VAA News section of Vintage Airplane magaZine, and the EAA/VAA websites for news of these de­ veloping issues. If you're a regular user of the Internet and e-mail, consider receiving the twice-weekly e-Hotline, which will keep you apprised of the lat­ est news in the world of recreational aviation. A great deal of gratitude is owed to everyone involved for attend­ ing and participating in this critically important summit. Also, many thanks to the EAA's government relations de­ partment for their hard work through­ out the year on our behalf. Wow! If you've not had the op­ portunity to visit the new "Calendar of Events" section of the EAA web­ site, do it right after you finish read­ ing your copy of Vintage Airplane. This is by far the best site I have seen for continued on page 39

N E VOL. 36, NO.3





Straight & Level Getting ready for the flying season by Geoff Robison






Pemberton's Boeing 40C Restoration Flies After 80 yea rs . . . by H.G. Frautschy and Addison Pemberton


First, You Finish the Instrument Panel Duane Oosterhuis' Luscombe by Budd Davisson


Waco Winterfest in Wisconsin The 2001 Brodhead Skiplan e Fly-In was the setting for a Waco wonderland by Larry Harmacinski


Greater Kansas City Area Vintage Fly-In Hosted by VAA Chapter 16


Shuttleworth Air Displays Vintage aviation in the United Kingdom by David Macready and H.G . Frautschy


National Waco Club Celebrates 50 Years by Andy Hein s


VAA 2008 Friends of the Red Barn Campaign The VAA annual fund raising campaign fu els VAA action by H.G. Frautschy


The Vintage Instructor Kick the tires, Part II by Doug Stewart


Mystery Plane by H.G. Frautschy



Calendar Classified Ads


FRONT COVER A fantastic definition of the term "personal airplane ." Restored and updated to

his personal taste and requirements, author Budd Davisson tells the story of Duane Oosterhuis'

Luscombe Silvaire. EM photo by Bonnie Kratz.

BACK COVER: The all·wood Tipsy Trainer I, built in 1939, is a sharp looking side·by-side training

aircraft built by Tipsy Aircraft Co ., Ltd of Hanworth, Middlesex. G-AFWT is serial number 13 of

the handful built just prior to the start of World War II. There are currently four of the type cur­

rently registered in Great Britain. Powered by a 62 hp Walter Micron engine, this fine example is

owned by Nick Parkhouse . Photo by David Macready.


EAA Publisher Director of EAA Publications Executive Director/Editor Executive Assistant News Editor Photography Advertising Coordinator Classified Ad Coordinator Copy Editor Director of Advertising

Tom Poberezny David Hipschman H.G. Frautschy Jillian Rooker Ric Reynolds Jim Koepnick Bonnie Kratz Sue Anderson Daphene VanHullum Colleen Walsh Katrina Bradshaw

Display Advertising Representatives: Northeast: Allen Murray Phone 856-229-7180, FAX 856·229·7258, e·mail: a/ Southeast: Chester Baumgartner Phone 727-532-4640, FAX 727-532-4630, e-ma il: cballmlll@milldsprillg.colII Central: Gary Worden Phone 800-444-9932, FAX 816-741-6458, e-ma il: Mountain &: Pacific: John Gibson Phone 916-784-9593, e-mail: jOllIIgibsoll@Spc-lIIag.colII Europe: Willi Tacke Phone +498969340213, FAX +498969340214, e·mail: willi@/


AirVenture RideShare Board Available

Report on the 2008 EAAlFAA Recreational Aviation Summit EAA speaks on behalf of those who enjoy personal flight

Field Approvals Top Discussion Between VAA, FAA Ongoing concerns regarding the process of obtaining FAA Form 337 and STC field approvals, and ways to improve that process, were major points of emphasis in discussions between senior FAA officials and Vintage Aircraft Association (VAA) officials at the summit. In addition to delays in Form 337 processing, part of that issue is the con­ fusion on the part of some owner/operators regarding the actual process of obtaining a 337 approval. Kim Smith, director of FAA's Small Airplane Directorate, and Jackie Black, manager of FAA's Repair Station Branch, both agreed their offices would work in cooperation with the VAA staff to prepare web- and print-based educa­ tional media to educate members in the process within the first half of 2008. VAA Executive Director H.G. Frautschy and VAA board member Steve Krog represented the organization during the session. "The summit was both interesting and informative," said Krog, who also leads Piper Cub, Taylorcraft, and Luscombe type clubs. "Being able to ask candid questions of the top FAA officials and having them directly respond with detailed explanations certainly allows a layman to better understand the 'whys and hows' of FAA actions." Among the other VAA topics discussed: • FAA and EAA/VAA agreed to look at various options to streamline the approval process of the engineering data needed for approval of Form 337. • VAA expressed concerns regarding FAA's draft policy for the manage­ ment of revoked, suspended, surrendered, and abandoned type certificates (TCs) and STCs. "Concerned VAA members made it clear late in 2007 that the proposed policy did not meet the needs of those who needed access to the data to re­ store and maintain their aircraft," Frautschy said. "We reiterated those issues and look forward to seeing the new policy."

EAA's RideShare Board is a free on­ line service that pairs people in need of transportation to EAA AirVenture with those who may have a spare seat. RideShare is now up and run­ ning at default. asp. The service allows you to post your own information so that others may seek you, or to message someone else who has posted information so that they can contact you directly. (NOTE: The RideShare list is moder­ ated by EAA Membership Services. It is only a venue for interested individuals to locate potential ride-share or flight-share contacts. EAA does not screen those using the forum, and it neither recom­ mends any individual nor represents that any individual pilot, driver, their vehicle, or equipment is qualified, competent, safe, or insured.)

Midwest Airlines Offers Fare Discounts to AirVenture Visitors Midwest Airlines is the first car­ rier this year to offer airfare discounts to those attending EAA AirVenture 2008. The Milwaukee-based carrier has offered discounts to AirVenture attendees for many years. Discounts available, valid for travel July IS-August IS, 2008, to any city in Wisconsin, Minnesota, or Michigan served by Midwest Airlines, include: • A 12-percent discount for tickets purchased at least 60 days in advance. • An 8-percent discount for tickets purchased within 60 days. To qualify for the discount :

This Month's Issue You may have noticed a change in the look of th is month's cover of Vintage Air­ plane. For a number of years now, to protect the cover from fingerpri nts and to add stiffness to it, a UV-cured finish has been applied . Now, that same coating is availab le in a matte finish. We hope you like the new coating on the cover, which knocks down the glare from lights in your reading room. We'd certainly like your feedback on this change; drop us an e-mail at or send a note at the address listed on our Table of Contents page. 2

MARCH 2008

• Visit and enter promo code CMZ160S. • Call 800-452-2022 and provide promo code CMZ160S to the agent. • Purchase a ticket through a travel agent and mention promo code CMZ160S. Other discount airfares may also be available, so contact the airline or your travel agent for the best savings . And also look for the EAA AirVenture listing on the Midwest Express website.

Alcor Inc. Hopes to Restart Distribution of Tep Fuel Treatment in April Alcor Incorporated, manufacturer of TCP Fuel Treatment used to prevent lead buildup on spark plugs and valves, halted distribution of the product in January because a packaging defect could cause leakage during shipping. Rick Sonnen, sales and product sup­

port at Alcor Inc., said a couple of inci­ dents occurred where TCP leaked due to loose or broken caps. "TCP is a flammable substance, and the rules and regulations of the Depart­ ment of Transportation have made it very difficult to distribute the prod­ uct," he said. "Until these packaging issues get resolved, we have no plans of manufacturing or distributing the product." Alcor hopes to have the issue resolved no later than April 2008. Pilots and aircraft owners who wish to avoid the high lead content of 100LL aviation fuel have alterna­ tives, including: • Use unleaded automotive fuel by applying for the auto fuel supple­ mental type certificate (STC) avail­ able from EAA. Many lightplanes and their engines are covered by the STC. • Mix auto fuel with 100LL. "Us­ ing a mixture of the two will signifi­ cantly reduce the lead contact," says

Earl Lawrence, EAA vice president of industry and regulatory affairs. "A three-fourths autogas and one-fourth 100LL mix will result in a gasoline containing the maximum lead con­ tent that is allowed in 80/87 aviation gasoline, which the engines needing the TCP additive were originally cer­ tificated to use."

There's an EAA SportAir Workshop for You! No matter what kind of airplane you want to build, EAA SportAir Workshops can teach you how. Work­ shops are conducted across the coun­ try throughout the year, with more added all the time. "We provide the expert instructors to teach you what you need to know to achieve your dream of personal flight," said EAA's Mark Forss. SportAir courses run the gamut­ from the introductory "What's In-

Got Your AirVenture Housing Yet? Many housing options are available at AirVenture, but for many, camping under the wing in the North 40 is the only way to fly in Oshkosh. Among the first things on an AirVenture to-do list is se­ curing a place to stay while in Oshkosh. Over time, EAA has built a widespread housing network, with nearly every type and price range of housing available. That network ranges from low-cost options like camping adjacent to the Air­ Venture flightline to local college dormitories and private rooms, up to elegant hotel accommodations and impres­ sive private-home rentals in a variety of area locations. The Oshkosh Convention and Visitors Bureau also gives AirVenture guests many options. The bureau's EAA Hous­ ing Hotline maintains information on housing availability off the AirVenture grounds. That free service is available online at www.OshkoshCVB .org and www.AirVenture. org. The bureau is also available Monday through Friday (8:30 a.m.-4 p.m., Central time) at 920-235-3007. EAA also works with convention and visitor bureaus in other area commu­ nities to assure that the latest housing information, cover­ ing much of eastern Wisconsin, is available to guests. Among the most popular accommodations options are: • AirVenture camping: There is no better way to experience the culture, camaraderie, and fun of EAA's annual fly-in convention than by camping next to your airplane along the flightline or in the adjacent drive-in Camp Scholler area, which is open to all EAA members. There's plenty of room available, no reservations are

needed, and it's just $20 per night. • College dormitories: There are more than 3,000 dorm rooms available within 25 miles of the AirVenture grounds, and nearly all of them have shuttle-bus service that arrives right at AirVenture's front gate throughout the day. These rooms vary in price, but all are less than $70 per night. • Private hou sing: Everything from single sleeping rooms to luxurious lakefront homes are available within 10 miles of the EAA grounds. Many are complete accom­ modations, with cooking utensils and other amenities that make them "feel like home." Contact the EAA Hous­ ing Hotline for more information. • Hotels/motels: There are thousands of hotel and motel rooms within SO miles of Oshkosh. Many of those in the city of Oshkosh are booked on a year-to-year basis by AirVenture visitors, but there are plenty of others to choose from in the surrounding areas. Other options include private campgrounds, bed-and­ breakfast facilities, and others. VINTAGE AIRPLANE


volved in Kitbuilding" and "Intro to Aircraft Building" to advanced courses on TIG welding, electrical systems and avionics, RV assembly, becoming an FAA-certificated E-LSA repairman, and more. Visit for the com­ plete workshop schedule. EAA mem­ bers receive a discount on tuition, as do family members and returning SportAir students. Call 800-967-5746 for more information.

EAA Unveils New, Interactive Calendar

and u ltralights, then you would se­ lect all three tags. Event tags are not necessary, but they will help users find specific events easily. When the information is complete, click "Preview Your Submission" and your event notice will be displayed. After verifying the information is cor­ rect, click "Post My Event!" and the information will be loaded into the calendar queue. If you need to make changes, click "Make Changes" to edit your submission. Your event will not show up im­ mediately. EAA staff reviews submis­ sions twice each weekday to eliminate bogus submissions. Once an event is posted, you are not able to make changes. However, if your event does change or is canceled, please send a message, including the hyperlink for the event, to and we will update the information.

When asked during EAA AirVen­ ture Oshkosh 2007 how EAA could support its chapters and members better, one answer was resoundingly clear: create a means for EAAers to find any aviation event anywhere. To that end, EAA has created a new, interactive Calendar of Events, allowing users to quickly find avia­ tion events in their local area, or any­ where in the coun­ try, and according to their area of in­ """fUr>cllon............... _ ........... ...... terest. It's simple to use and navigate. ......(____ jm . ... 3 v_ .... CM.r ­ We'll use it to create Y_..... the printed Calen­ dar of Events here in Vintage Airplane, but to see the latest on events of inter­ est to VAA mem­ bers, log in to the new website.


Good --....,OfI ~ '"""_ fM~IWS,"I\_O"Nttd l ~lfy_c:II!e!IdirfllfVtntl.Our "-w rneQ tNt . t.v.~I'or"-OOU"""'*' by" 1CIcIo'9


~IOI r-

Submitting Events

Searchi ng for Event s

To submit a chapter event, go to and click on "Submit Event." After adding your name and contact informa­ tion, name your event, its location, its dates, and add a short descrip­ tion. Additional fields allow you to include airport identification num­ bers, facility names, event tags, web­ site links, and contact information. Event tags help advanced searches, and you can choose multiple tags. If you are holding a fly-in that features homebuilts, powered parachutes,

You can use several criteria when searching for events. For a listing of scheduled events near you, use the "range" feature. Select a distance (50­ 2,000 miles) and enter either your ZIP code or airport identifier, and you'll receive a list of events within that area. You can also use the "Search by State/Country" tab to see all the events in that state or country. The "Advanced Search" tab allows you to customize your search with a variety of criteria. For example, you could use an advanced search to find all Young


MARCH 2008

Eagles events in June in Arizona. The goal of this project is to pro­ mote aviation by compiling a com­ prehensive online aviation calendar. Add aviation events of interest and encourage other aviation groups to add their events to the calendar. If you have any further questions, comments, or wish to report a prob­ lem, please e-mail

Clipper Book Notes In last month's Book and Video Reviews, I mentioned the publica­ tion of James Trautman's Pan Amer­ ican Clippers. I really enjoyed the book, and like many of you, I wish I'd been able to see those great air­ planes in person. In the last chap­ ter of the book, mention is made of the San Francisco Treasure Island Museum, housed in the former Pan American Administration/Passenger Terminal (Building 1). The island, located east of Alcatraz Island in San Francisco Bay, was built up using landfill, with the intention of using it as San Francisco's first airport af­ ter its initial use as the grounds for the 1939 Golden Gate International Exposition. Instead, during World War II it was impressed into use as a Navy base. After the war, the Navy kept the island base, trading land lo­ cated further south in the bay with the city for what would become San Francisco International Airport. The text in the book might lead you to believe the museum within "Building I" is still open, which, sadly, is not the case. Af­ ter the Navy base shut down and the museum was closed in 1997, the museum's collections and ar­ chives were placed in storage, and they are not currently accessible. The Treasure Island Museum As­ sociation is still actively work­ ing to re-establish the museum in Building 1 and is working toward that goal as plans for the rede­ velopment of the island are com­ pleted, but there is no specific time frame for the association's plans. For more information, you may wish to visit the association 's web­ site,

'1'; I





.. ~

Upcoming Major Ay-Ins


Clark Y.- Blue

USA 35B: Red

Sun 'n Fun Fly-In

Lakeland Linder Regional Airport (LAL), Lakeland, Florida April 8-13, 2008 Golden West Regional Fly-In

Yuba County Airport (Myv), Marysville, California June 6-8, 2008

Cub Airfoil

In last month ' s Vintage Airplane , in the article Timeless and Triumphant­ The Taylorcraft Twosome, we published: "The BC12-0 had a NACA 23012 semi-symmetrical airfoil , as opposed to the flat-bottomed Clark Y airfoil used on many Pipers." Our resident Piper enthusiast , Joe Norris, dropped us a note to correct that error: "Th is perpetuates the oft-repeated (and always incorrect) myth that the

Virginia Regional Fly-In

Suffolk Executive Airport (SFQ), Suffolk, Virginia June 14-15, 2008 www. Rocky Mountain Regional Fly-In

Front Range Airport (FTG), Watkins, Colorado June 27-29, 2008

Piper Cub series has a Clark Y airfoil. This is one of my hot buttons, because

I see it in print too often. The fact is, the Piper Cub series (from the E-2 all

Arlington Northwest Fly-In

the way to the PA-18 and even the Apache, Pawnee and Aztec) uses a USA­ 35B (modified) airfoil (very similar to, but not exactly the same as a Clark V). To my knowledge Piper never used a Clark Y on anything. Aeronca used the Clark Y on many of their pre-war models, and of course Waco used the Clark

Arlington Municipal Airport (AWO), Arlington, Washington July 9-13,2008 EAA AirVenture Oshkosh

Yon quite a few models (including my UPF-7) , but not Piper. The good old

Wittman Regional Airport (OSH), Oshkosh, Wisconsin July 28-August 3, 2008

USA-35B was Piper's bread and butter."

To help show the difference, we ' re superimposed the two airfoil profiles

Mid-Eastern Regional Fly-In

slightly different, and the 35B has a slight undercamber. We 've been told the

Mansfield Lahm Regional Airport (MFO), Mansfield, Ohio TSO

" modified " 35B is just slightly thinner at its deepest point, but is otherwise

unchanged from the standard 35B.

Southeast Regional Fly-In

(as shown when their coordinates are plotted) . The nose of the airfoils is

Experience Oshkosh, the Spirit of Aviation EAA AirVenture Oshkosh is a place where aviation lovers from through­ out the world get together to share their passion for flight . Their unique

camaraderie, the excitement, inno­ vations, education, entertainment, thrills .. . all elements come together at only one place and for only one week each year. For a glimpse of what makes the annual gathering so special, watch Oshkosh, the Spirit of Aviation, a 17­ minute video that effectively cap­ tures the extraordinary passion for personal flight EAAers live and breathe all year long. Narrated by EAA member, actor, pilot, and Young Eagles Chairman Harrison Ford, the video is now available at www.EAA. org/spiritmovie. And if you're in Osh­ kosh, it's shown three times a day in glorious high-definition at the Air­ Venture Museum's SkyScape Theater.

Middleton Field Airport (GZH), Evergreen , Alabama TSO Copperstate Regional Fly-In

Casa Grande Municipal Airport (CGZ), Casa Grande, Arizona October 23-26, 2008 U.S. Sport Aviation Expo

Sebring Regional Airport (SEF), Sebring, Florida January 15-18, 2009 Aero Friedrichshafen

Messe Friedrichshafen (EDNy), Friedrichshafen , Germany April 2-5, 2009 For details on EAA chapter fly-ins and other local aviation events, visit





P.O. Box 3086

OSHKOSH , WI 54903-3086

OR YOU CAN E-MAIL T HEM TO: vintag eaircra ft@e

On Tail-wheel Bolts The December 200? issue of Vintage Airplane contained a very useful article entitled "Bolt Break" which dealt with the failure of an Aeronca Sedan tail-wheel attach­ ment fastener. I found this espe­ cially interesting since a similar failure occurred on my Champ about eight years ago. The design of the tail-wheel as­ sembly bracket where it attaches to the tail-wheel strut (see exploded view in article) is such that a pry­ ing action exists which produces a bending and tensile loading on the bolt. In addition, this load is of an alternating nature due to landings, bumps encountered during taxiing, etc. Hence, the bolt is subjected to alternating tensile stresses, which, if sufficiently large, can produce a fatigue crack. Then, after enough loading cycles, a crack will propa­ gate across the bolt causing failure, as shown very well in the photo in the referenced article. If the joint surfaces separate in service, the al­ ternating stresses will become very large. To minimize this potential, it is very important to keep the joint tight by applying and main­ taining sufficient bolt pre-load. On my Champ, I accomplished this by torquing the nut to the level specified in AIC 43.13 for an AN? bolt, and re-torquing after about 10 hours of service. In addition, it is important to ensure that joint components are 6

MARCH 2008

of the correct materials, as the ar­ ticle points out. This includes the washers, which should be at least as strong as the bolt to avoid em­ bedment (localized yielding under bolt-head or nut faces), which can result in reduction of initial bolt pre-load. A "trick" to consider is over­ torquing the fastener by ap­ proximately 10 percent, partially loosening the joint and re-torqu­ ing to the recommended value. This can produce localized yielding of the metal in the joint compo­ nents , which will serve to mini­ mize further deformation, and reduction of pre-load, in service. Also, if using an elastic stop nut, add the "drag" torque of the nut to the specified torque to get the cor­ rect value. I hope that some of this will be useful. Roger Johnson, Mechanical Design Engineer

aircraft tail-wheel spring or bracket be designed with a pair of bolt holes, which would negate the prying action of the bracket should the pre-load on the single bolt design be lost. I don 't disagree with the concept, but in this case such a redesign would prove im­ practical for type certificated aircraft. Since the des ign and the resulting aircraft mounting has been Civil Aero­ nautics Authority/Federal Aviation Administration (CAA/FAA) approved for type des ign for decades, and it has generally proven to be acceptable across a wide variety of tail-wheel­ equipped aircraft, it seems that the proper course of action, as mentioned in the article, is to ensure the proper hardware (or an FAA-acceptable sub­ stitute) is installed and properly torqued. It would seem to be prudent to regularly check the torque on that particular bolt. In my case, since the aircraft is flown off grass and paved surfaces, in addition to the check dur­ ing the annual inspection, I'll check it at least twice or even more often dur­ Thanks, Roger. Would any other ing the flying season. -HGF members care to weigh in on the mer­ its of Roger's comments regarding Champ Door Lock over-torquing slightly, loosening the I look forward to this magazine joint's fasteners, and then retorquing each month and have for many to the specified value? years. I especially enjoy "Pass It We received two letters on this to Buck." His contributions are al­ subject; another mechanical engi­ ways fun, informative, and inter­ neer with an ex tensive background esting. I had the good fortune to in amateur-built aircraft suggested meet him during a past Oshkosh . that the basic design was at fault and He was most gracious and helpful that it would have been better if the with my basic questions on resto­ tail-wheel bracket and the resulting ration . I now have U.S. origin de

Havilland DH.60 in process as a result of his good advice. Page 13 of the December issue has the article "Champ Door Lock." I don't see how this works as shown in photo 1. It appears that the bracket (detailed in photo 5) would pivot around the lock and off of the handle. Maybe the bracket should be mounted reversed so that the U-shaped section would retain the door handle, or maybe I just don't understand the situation. Regardless, thanks for a great magaZine. Jim Brannan Torrance, California Dear Jim (and a few others who sent us similar questions), Thanks for your note regarding the door lock article in the December issue of Vintage Airplane. After I read your note, I wondered what I was missing in the photos, so I checked with Bill Pancake, the man who built the lock. As I suspected, the photo does not show all that we want to know about the handle portion of the lock. On the far right end of the lock, it's not clear that the very end of it is actually a loop that slips over the tip of the door handle. It looks as thought it is flU" shaped and it just slides over the handle, but that's not the case. The far end of the handle portion of the lock loops around the handle. You could fold one leg over the other and then weld the end of the outside leg, or fold to a butt joint that would be joined with a welded seam down the mid­ dle of the back side of the square loop. Here's a drawing I made to better illustrate the construction of it:

Type Club Issues In an effort to address the concerns of the type clubs in a more efficient manner than the group meeting previously held during EAA AirVenture Oshkosh allowed, we have cho­ sen to change the way in which concerns from the type clubs are brought forward to the agency. "The Small Airplane Directorate responds to the public 's concerns throughout the year and in as timely a way as pos­ sible," notes John Colomy, Manager of the Small Airplane Directorate's Standards Office. "Although some type clubs contact the Directorate whenever they have issues, in the past they may have waited to discuss their concerns at the annual meeting of all type clubs held during previous years at EAA AirVenture. In order to improve communications, the EAA and the FAA have agreed to try a different approach." We ask that any issues the type clubs may


with the

FAA be sent to VAA headquarters by April 30. During the month of May we will compile the issues in a list and for­ ward them to Kim Smith, the manager of the FAA's Small Air­ plane Directorate in Kansas City. Kim and her staff will then contact the clubs, working to address the issues during the first part of the summer and, if need be, meeting with the in­ dividual clubs during AirVenture. After AirVenture, the Small Airplane Directorate will report back to EAA regarding the is­ sues brought forward and their disposition. This process will replace the " large room" meeting previ­ ously held during the convention. In that way, EAA can more proactively facilitate the resolution of issues than we've been able to in the past, and the FAA and EAA can give all type clubs an equal opportunity for their concerns to be ad­ dressed . We ask that only the head of each type club send


a letter; if you're a member of a type club and you feel the


club should address a specific problem, please contact the


club directly and ask that it be added to its list. Club presi­


Door Lock Rev B.


H.G. Frautschy

By the way, Bill informed me that he built the door lock out of .040-.50 stain less steel, and then bead­ blasted it to remove any tool marks. All welding was done using a TIG welder. -HGF

dents or their designated representatives should send their letter to: Vintage Aircraft Association Attn : Type Club Issues P.O. Box 3086

Oshkosh, WI 54903-3086

Or you can e-mail you letter to Only those issues brought forth in writing will be added to the list. VINTAGE AIRPLANE


Pemberton's Boeing

40C Restoration Flies

After 80 years .. . BY



Addison Pemberton stands next to the newest of the 18 restorations he 's been a part of, a Boeing 40C mailplane. The biplane to the right is another mailplane restoration, a Boeing 4DM Senior Speed mail.

t's 44 feet wide, 6,000 pounds, and if you sat on the top wing, an African elephant would have to look up to look you in the eye. This is one big biplane, meant for heavy lifting, hauling 700 pounds or so of mail plus four passengers and a pilot. No

I 8

MARCH 2008

With a 44 foot wingspan, and 13 feet tall, the Boeing

40C is a massive biplane, with a gross weight of 6,075


matter how you divvy up the proj足 ect, it was one massive undertaking, just the thing for a fellow who loves to tackle a difficult restoration. With 18 airplane restorations under his belt, Addison Pemberton was ready for "the big one," and this biplane certainly lives up to that billing.

After an intensive eight-year res足 toration, Addison and his sons, Ryan and Jay, along with his wife, Wendy, have seen the culmination of their ef足 forts (along with those of more than threescore volunteers) when the big Boeing flew on February 17, 2007, for the first time since it crashed in

the mountains near Canyonville, Oregon, in October of 1928. February has been an eventful month for the Pembertons and their Boeing. Earlier, its first engine start was done. In an e-mail to friends and family, who have been kept posted on the progress of the resto­ ration, Addison wrote: "[With] my son Ryan in the lofty cockpit, we engaged the inertia starter on the Boeing 40C for the first time in 80 years, ran it though six blades, and hit the mags. The 1340 Pratt lit off strong and smooth before he could even get to the booster coil on the first try! We ran the airplane for 20 min­ utes, which included an impressive full power run that rattled every window in town."

Waiting for calm, clear weather, Addison flew the 40C at Felts Field in Spokane, Washington, earlier this week. Here's part of what he wrote con­ cerning the flight: lIThe test flight this weekend went perfect with my sons Jay and Ryan fly­ ing chase in our C-185 (Spot) loaded with video and camera . ... I was able to fly the airplane hands-free within a few minutes of flight .... In all flight configurations I never used more than 1-1/2 degrees of trim change includ­ ing slow flight at 55 mph. Cruise was dead center with the 29 percent MAC CG .... The airplane is very controlla­ ble and pleasant with excellent ground handling, good elevator, and very good rudder control and heavy but effec­ tive ailerons with a disproportionate amount of rudder needed for more than 50 percent travel. The visibility is very poor, but not difficult. The overwhelm­ ing surprise is stability! 'Like a rock.' "A wing lowered 10 degrees will right itself in 10 seconds without pi­ lot input. A depressed rudder will cen­ ter almost instantly when released . The speeds were much higher than we imagined. I had to really work to keep the airplane less than 110 mph, which was our safety limit for ride one. I had to really pull the power back. I am sure we have a 125 mph flying ma­ chine here. l'Even with zero incidence the air-

Newleyweds Ryan and Taryn Pemberton after Ryan presided over the first post-res­ toration start of the Boeing's Pratt & Whitney Hornet engine.

plane flies tail high, even at low power settings in cruise. "I had the feeling that I could have crawled out of the cockpit and walked around the wings for a while if I had wanted to, then return to the cockpit when it was time to land! "Land in g is a very pleasant final at 80, 70 over the fence, and hold 3 degrees nose-high and the big 36-inch diameter Ryan and Taryn share a few moments with Addison wheels and soft 11-inch after the first engine start. travel oleo gear make a transport touchdown in the 50s almost imperceptible. II

A few facts on the restoration from Addison: '(1) The project required my wife, Wendy, to prepare 416 hangar meals with an average of nine place settings. This required 7,400 paper plates, 104 ga llon s of tomato sauce, and 1,000 bread rolls.

2) Two hundred twenty-one ga llons of dope/ reducer and 120 yards of 102 Ceconite fabric . Twelve gal/ons ofpoly­ urethane paint for the sheet metal. 3) The wings have 33,000 individ­ ual parts in them.

Addison Pemberton, the driving force behind the restoration of the mailplane.

4) The airplane weighs 4,080 pounds empty and has a gross weight of 6,075 pounds. It's 34 feet long and 13 feet tall, with a wingspan of 44­ 1/2 feet. Wing loading is 10 pounds per square foot, and power loading is 10 pounds per hp (same as our Super VINTAGE AIRPLANE


Detail shots of the Boeing's large cockpit, and the interior cabin with seating for four passengers. The cabin-to-cockpit telephone you see hanging on the wall is fully operational!

Cub). It should cruise at 115 mph at 28 gph and 120 mph at 32 gph. It carries 120 gallons offuel in three tanks. 5) We used 350 2-inch brushes, six gal/ons of West Sys­ tem epoxy, and 181 rolls of paper towels. 6) There were a total of 62 volunteers who worked on the project to some degree-21 volunteers who did a signifi­ cant amount of work and nine that worked continually over many years ." Addison closed out one of his recent e-mails with the following message: "Thank you all for the interest in this dream, and I will en­ joy flying the airplane and sharing it with all of you. Look for the Boeing 40 to come to an airport near you! We will take the ai/plane to Oshkosh, Blakesburg, Brodhead, and then to New York, and then to San Francisco on the original transconti­ nental airmail route this summer."

10 MARCH 2008

For video of the events leading up to and including the Boeing's first flight in nearly 80 years, please visit this website: aspx. For more photos of the restoration, as well as details concerning other aircraft in the Flying Pembertons' sta­ ble, visit We'll have more on this restoration later in the year in the pages of Vintage Airplane. Stay tuned! .......

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Duane Oosterhuis' Luscombe


, , E

very project has some­ thing you key the rest to," says Duane Oost­ erhuis. "On the exte­ rior of a home, for instance, it might be the color of the shingles. In my Luscombe I did the instrument panel first and built the rest of the airplane around it." 12 MARCH 2008

Duane has all sorts of building-proj­ ect philosophies that he has developed over a lifetime of doing non-aviation projects, all of which were brought to bear on his Luscombe. "I'll be standing by the airplane at an air show," he says, "and some­ one will say, 'I wish I had that kind of patience,' and I answer, 'I wish I

did, too,' because I have very little patience. I have to substitute tenacity for patience. I put my head down and grind away until the project is over, and that included the Luscombe." Duane came to his Luscombe proj­ ect by a rather circuitous route. His tale is not the usual I-built-model-air­ planes-dad-had-a -Cub- I-learned-to­

Duane Oosterhuis

". .. we should work on what we 'need' to do to keep the project ~ moving, not what '" '--­_________--'! we 'want' to do." Q:

fly, etc., which is the rubber-stamp biography so many of us can lay claim to. His flight training was govern­ ment sponsored, and he spent much of his service time flying Deuces, or F-102s. He had very little to no gen­ eral aviation flight time by the time he got out of the South Dakota Air National Guard. He had, however, been peeking over the fence at some of the more interesting general avia­ tion airplanes, and he eventually did something about it.

"I had been out of the Guard for eight years when I went to Oshkosh to look around, but I wound up buy­ ing a Midget Mustang," Duane says. Warning! It 's at this point in his story that all flight instructors and ac­ cident-prevention counselors should probably skip this next paragraph. And kids, don't try this at home. "I hadn 't flown in eight years, so I had the airplane delivered to me. Then, without any tail wheel time, I just crawled into it and took off. It wasn't

the smartest thing I've ever done, but somehow I survived and the airplane did, too. Even though I enjoyed it, I didn't get to fly it very much. I had got­ ten married and had kids, and as the years went by, I found myself feeling guilty when out flying by myself. The result was that I only put a little over a hundred hours on the airplane in the 14 years I owned it. I couldn't enjoy flying, because I felt as if I was cheat­ ing my family, so I stopped flying alto­ gether and concentrated on farming." VINTAGE AIRPLANE


These two views of the cockpit show the care that went into the fit and finish of the entire project. The seats are Tem­ perfoam covered in Connelly leather. Duane says he started with the instrument panel's layout and rebuild, and then re­ stored the Luscombe around it.

When he says "fa rming" he means "Farming" with a capital "F," because he was working 1,500 acres of corn and soybeans in northwest Iowa, a job that isn't for the faint of heart. It was a great rural existence, but even farming has been known to have its hidden dangers. "I had been at it for 25 years when I started to deve lop what they call 'farmer's lung,' a respiratory problem caused by the mixture of dust, mold, and possibly chemicals. Not everyone gets it and it creeps up on you slowly. I coughed almost continuously and was clearly in a tailspin healthwise. When 14 MARCH 2008

I asked my doctor what I could do, he said, 'That depends on how long you want to live.' He said if I kept farming, it was going to greatly shorten my life, and I didn't like that prospect at all." Faced with the decision of mak­ ing a change of life or dying, young Duane and his wife, Mary, evaluated options that could improve the fu­ ture for the entire family. They made a move to a patch of woods in the Springfield, Missouri, area and that eventually led to an airplane project in his shop. Things worked out fine because he had worked out a deal where he sold the buildings and ma­

chinery but kept the land and leased it out on a crop-share basis . He was still buying crop inputs and selling grain, but more important, he was staying out of the dust. "When we relocated, I didn't know anyone in the area, but we were at one of the local picniCS and I ran into an air­ line pilot who was ex-military like me, so we started talking. In the course of that conversation, we were talking about air­ plane projects and he mentioned that he knew of a couple of Luscombes that were in a hangar in Denton, Texas. And that's what got me started. "I track ed down the owner and

bought everything he had; there was an incredible mess of parts there. On the first inspection, I counted seven wings and two fuselages and so much other stuff I couldn't begin to catalog it until I got it all home. "When I inventoried everything, I was surprised to see so many new old stock [NOS] parts . It, for in­ stance, looked as if someone had just gone through a hardware cata­ log and bought a number of every­ thing listed . I had several dozen of every kind of screw, bolt, and washer a Luscombe ever used. I had a cou­ ple of new landing gear legs and two brand new windshields. There was, however, only one engine, so I fig­ ure I had about 1. 7 Luscombes. Some­ one had intended on restoring the airplanes, but they didn't get much past ordering parts." The Luscombe is certainly one of the most popular garage-type restora­ tion projects not only because proj­ ects are often priced right, but also because their size makes them good for one-man operations and small work spaces. "I have a great workshop and for some reason seem to do my best work when I'm alone. The Luscombe was perfect for that. Nothing on it is heavy, and if I needed to move something like a wing, Mary could easily handle the other end. That said, I got great help from a friend, Ray Petre-hot rod builder and machinist-with some of the inte­ rior and metal work," says Duane. The first order of business was to sort through the pile of Luscombe debris and decide which fuselage to build up and which wings were best, and generally triage his goodies. "None of the parts were what you'd call junk. They are all pretty good , but I selected the wings that came with one of the fuselages, and they happened to be metal wings, even though you don't usually see metal wings on a '46 8A. I checked the fac­ tory records, and yes, these were the correct wings. "Since I had a spare fuselage and I had no experience in restoring air­ planes, I decided to start working on the spare first, as a learning experi­

ence, before I started on the one I was going to keep . I was glad I did that, because it takes time to get in the rhythm of a project like this. My project education included the study of lots of parts and assembly manu­ als plus many phone conversations with a very helpful Brandon at the Luscombe History Foundation. By the time I started on what was to be my airplane, I had learned a lot.

"I coughed almost

continuously and

was clearly in

a tailspin


When I asked

my doctor what I

could do, he said,

'That depends on

how long you

want to live.'"

"Incidentally, when I sold the first airplane as a project that was off to a good, clean start, the buyer commented that I had under-represented it and he was happy to have found it. We stayed in touch and I was happy to learn that he had it flying long before mine." According to the logs that came with his airplane, it hadn't flown since 1964, at which time it had 118 hours' total time. However, there are some things about the airplane the logs couldn't, or wouldn't, tell Duane. "It was obvious the airplane had been damaged at least twice. Both times it had been well repaired, but nonethe­ less, it had been repaired and it wasn't in the logs. The left wing, for instance, showed where at least one skin had been replaced and spliced, and it had been on its back because the top of the

vertical fin had been crunched. "I was concerned about corrosion, so I took the bottom wing skins off and was pleased to see the wings were fairly clean, but I put inspection pan­ els in them anyway so I could keep an eye on things. "Both of the wingtips, which are dead soft aluminum, had seen better days, but they were repairable. So, I made up wooden bucks and slowly ironed out the dents. My goal was to use no body filler on them, and I didn't. " One of the first things you notice when walking up to Duane's airplane is how straight all the sheet metal is, and the first assumption is that the skins on the control surfaces have been replaced, because the corrugations are all arrow-straight and perfect. "I didn't replace any of the skins. Instead, I spent a lot of time carefully working out each little dent and kink. I know I spent a lot of time doing that, but it was a satisfying thing to do. The same thing was done on the nosebowl and cowling. "The original cowl was all there but had its share of what was mostly handling damage from being moved from place to place after it was stored. The aluminum is fairly soft and easy to dent, but it's also fairly easy to ease back into its original shape as long as you go slow and keep after it. Just like the wingtips, I was determined to keep the original parts, so I just slowly moved through each part, straighten­ ing as I went. "Actually, before I did anything on the fuselage, I Scotch-Brited and cleaned up everything. Then I totally finished the panel, with the excep­ tion of installing the instruments. In a Luscombe the instrument panel is an important piece of the fuselage struc­ ture. I had already decided I wanted this to be a practical piece of trans­ portation, so I wasn't trying to re-cre­ ate a factory-new Luscombe. What I wanted was an airplane that reflected the spirit and feel of the times but was thoroughly modern in its utility. And that concept was put in motion when I did the panel. I set the panel up so it 'felt' 1946, but it has every­ thing in it I'll need in 2008." VINTAGE AIRPLANE


As part of his "project philos­ ophy," Duane says it's important to employ some discipline. "One of the problems with any project, airplane or oth­ erwise," he says, "is that some things are naturally more fun to do than others. If we yield to that temptation, however, we wind up hopping around the project and not doing every­ thing in the proper sequence. It is hard, but we should work on what we 'need' to do to keep the project moving, not what we 'want' to do." One of the challenges of the fuse­ lage was that although it included a number of factory-new items, like the firewall dishpan and new gear legs, they didn't have the holes drilled for mounting, so he had to use some in­ genuity and ask questions. "The dishpan was not an intui­ tive assembly: I didn't know exactly how it fit, but it had to fit perfectly or other components wouldn't fit right either. I called the Luscombe Founda­ tion, and a nice lady on the phone gave me a series of dimensions, and I blindly followed them as exactly as I could . It was a real act of faith that I drilled, finished, and painted the pieces without ever fitting them on the airplane, and I was almost afraid to try putting them in place. When I finally assembled everything, they fit together very nicely. That was just one of many places where the Luscombe Foundation helped me." Duane bought an engine, an 0-200, from a gentleman who said he knew someone who could overhaul it for him at a good price and he'd set it up. Unfortunately, things didn't go as planned. "I sent him the engine and some of the money; then I waited and waited. Nearly two years and dozens of phone calls later, he said come and pick it up. When I got there, he was nowhere to be found and one of his workers helped me load the engine. I had been having bad feelings about the motor before this, but when he made it a pOint not to be there when I picked it up, I knew something was wrong. Especially since on the out­ 16

MARCH 2008

tion . I wanted us to be able to sit in there for any number of hours and be comfortable for all of it. And that's exactly the way it worked out." Parts were prepped and primed with DuPont Variprime by Duane in his shop at home. Then Ozark Body Works, which J: is owned by a friend, Mark 'i! Walansky, finished painting the parts in a piecemeal fashion as they became available . Duane de­ signed the overall paint scheme and helped them lay it out prior to ap­ plication of the PPG Deltron 2000 DBC paint. The project was started in 2000, and it flew for the first time in Decem­ ber of 2005. Normally, that would be five years, but the airplane sat nearly complete for an entire year before the wings were finally attached. "When I got it ready to fly, I felt like it was time to step back and catch up on life. I had neglected a few things around the place, plus my daughter was planning a wedding on our front lawn. In fact, we had the reception in my workshop, with the Luscombe fu­ selage as part of the decorations. " When Duane did get the airplane flying, he flew it and flew it and then flew it some more. There hasn't been a fly-in within reasonable flying distance that he hasn't taken it to , and where the airplane was judged, it always did well. His trophies and plaques range from the Grand Cham­ pion Neo Classic at the AAA Fly-In at Blakesburg '07 to Outstanding Cus­ tom Classic (81-150 hp) at EAA Air­ Venture Oshkosh to Grand Champion at the Mattoon, Illinois, Luscombe Fly-In (and People's ChOice, too). "I didn't build it to show. I built it for the fun of the project and for the pure joy of flying a historic yet reli­ able and economical airplane." It's difficult to know how many people appreciate his effort, but it's easy to see how many people like the airplane by observing those who grav­ itate toward it. They may not know what it took to get it in that condi­ tion, but they definitely know what they like when they see it. ~ Cl.

side of the motor I could see used bolts and multiple washers. So, what did the inside look like? "Rather than taking the engine home, I drove it right down to Monty Barrett's shop in Tulsa. They only had to do a little scoping to verify that what I felt was true. The engine oil tank was full of crud, and many of the parts were out of tolerances. There were even loose pieces floating around in the crankcase. It was junk. Expensive junk. The FAA impounded and disassembled the engine . They said it wouldn't have made it around the pattern, and the builder is now serving time in a federal penitentiary. The engine was then totally rebuilt by Barret Precision Engines." The engine installation on Duane's airplane is interesting not only be­ cause it is so clean, but also because there are some interesting features. "I love making patterns, so I made all the baffles myself, tightening up the tolerances so the airflow was bet­ ter. Then I got a 337 to install the oil filter jacket and blast tube off a Tomahawk. That takes cool air from the front of the engine and flows it around the filter in a jacket. "It took another 337 to install an oil pressure switch with a panel light. Us old guys [Writer and editor's note: He's not old!] need those red warning lights." With all the mechanical stuff be­ hind h im, Duane could then turn his attention to the cosmetics for the paint and interior. "The idea was to keep the feel of the 1940s but to substantially up­ grade both the quality and com­ fort of the interior. Connelly leather over Temperfoam on redesigned seat frames took the interior in that direc­

Oshkosh. 2008. July 28-August 3.

The Spirit ofAviation.


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The 2001 Brodhead Skiplane Fly-In was

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astonishing amount of chili was consumed by the raven­ ous flyers. Ride hopping was cheerfully in progress between bowls of chili, and the Champs, Cubs, and Waco were aloft much of the day, enjoying the blue skies and nearly calm winds . While the ubiquitous Federal ski adorned most ships, the singular Waco was resplendent on its Marston skis, crafted from white oak. Handling of the Whirlwind Straightwing was reported as excellent, with high marks given to the steerable tail ski. The Marston skis in use that day on NC656N repreVINTAGE AIRPLANE


February 1944, Laconia, New Hampshire , airport (From left to right) Chub Jessup, the man足 ager of Skyhaven Flying Service; Caleb Marston, the designer and manufacturer of the skis; Bill Champlin , the owner of Skyhaven Flying Service; Barney Virgin, one of Skyhaven 's instructors; and chief pilot Andy Purington.

20 MARCH 2008

skis were simply operated on the bare oak bottoms, with battle scars and gouges as hard-won evidence of duty in the field. The high-density plastic not only helps pre­ serve the skis, but provides relief from freezing to the ground with minimal sticking tendency, as well as de­ creased resistance on takeoff. The tail ski was obtained from Hiram Wells of Alaska and had in years past been on his Cabin Waco. Ski flying offers many rewards to offset the small nu­ ances one encounters. The smooth air rivals a summer flight at dawn. The visibility is generally excellent, devoid of the omnipresent thick summer haze. The performance is remarkable in the cold dense air, and the Wright Whirl­ wind pulls the Waco into the air with incredible ease. Here's hoping that the shots you see on these pages will embolden the members into enjoying the subtle pleasures of flying their Wacos year-round!

sent some colorful aviation history in their own right. In Concord, New Hampshire, Caleb Marston began building skis in the late 1920s. Success was immediate and pro­ fuse. Possessing mastery over all things mechanical, Caleb gained early recognition as New Hampshire's first licensed aviation mechanic. On July 24, 1927, it was Caleb who was on hand to service the famous silver ship named The Spirit ofSt. Louis, when Lindbergh was in the early portion of his Goodwill Tour during a stop in Concord . Unable to contain his energy and talent, Caleb also designed and built three biplanes, of two-place design at least one of which still survives. The subject skis were manufactured in December 1931 and carry Civil Aviation Authority type certificate num­ ber 84. Though their early days are a bit uncertain, in the 1940s they adorned Waco ASO NC806M at Laconia, New Hampshire, while in the summer this ship would often be found on floats. Lyman Rice, also of Laconia, became owner of these skis in the 1950s and installed them on his RNF, spending happy winter weekends flying from his own 600-foot strip. The skis eventually were stored in the attic and forgotten about for years. It was Dick Jackson who remembered their existence and helped arrange a purchase from Lyman's daughter, Jane, so they might once again be used as intended on a Waco. Gaining from Dick's experience and insight with his Marstons, plastic bottoms were added, along with stainless steel wear strips on the edges. Originally, the

During the summer months, the Waco is resplendent, with a pair of huge polished wheel­ pants and speed ring around the Wright Whirlwind. VINTAGE AIRPLANE


Greater Kansas City

Area Vintage Fly-In

Hosted by VAA Ch apter 16

Karl Heinz's Fairchild PT-19.

Just about 20 miles southwest of the greater Kansas City metro area lies the small town of Gardner, Kansas. Nearly absorbed by the urban sprawl of the city, Gardner still retains the

22 MARCH 2008

rural, small town atmosphere that makes it so special for those who love vintage airplanes. The Gardner air­ port has a rich history, having been a stop on one of the early mail routes

in the mid 1920s. At one time, its air­ way beacon came alive every evening to beckon mail pilots in their open­ cockpit biplanes inbound from St. Louis, Missouri, or Topeka, Kansas. During this time, the field was just a large square allowing landings any direction into the wind. A few years later, the field became a satellite field for the new Olathe Naval Air Station (now New Century AirCenter Airport), where thousands of Navy pilots trained throughout the war years of the'40s. After World War II, the Gardner Municipal Air­ port was deeded to the city of Gard­ ner by the Navy with the stipulation

Nan Funkhouser's 90-hp Globe Swift is serial number 8; it's the oldest flying original Swift. Gene Linder's unusual Piper HE-1 Air Ambulance.

John Swander's 1932 Waco UEC that was the Grand Champion Antique at EM Air­ Venture Oshkosh in 2000.

Duane Oosterhuis' Luscombe 8A.

that it continue to be used as an air­ port. Today, it sits just outside the Kansas City Mode C veil and is a vi­ brant example of a small town air­ port. More than 100 mostly classic and an tiq ue airplanes are perma­ nently based at the airport, and a sunny Saturday morning will find many planes making use of the two beautiful grass runways and newly resurfaced paved runway. Every June, on the fourth Satur­ day of the month, VAA Chapter 16 hosts the Greater Kansas City Vin­ tage Fly-In. June 23, 2007, found the chapter faced with low ceilings and some fog early, but by mid morning, this was burning off and surround­ ing areas were starting to open up. Rag-wing pilots from all over the area were enjoying the pancake breakfast and later the hot dogs and burgers provided by the local youth chapter of the Lions Club. By noon a good crowd was beginning to gather, and the parking areas were filling up and the flying events were starting with a beanbag drop and spot landing con­ test the featured events. There were also a number of nice antique cars and hot rods in attendance including a 1903 Oldsmobile. Although the turnout wasn't quite as good as prior years due to the early bad weather, some 75 planes made it to Gardner to enjoy the fun. In ad­ dition to the airplanes shown in the photos, a few of the notable airplanes flown into the event included Bob Williams' Ryan PT-22, Dan Malin's Marvin Story and Ken Smiley's prewar Aeronca Chief with the upward exhaust. VINTAGE AIRPLANE


Rick Case's beautiful Cessna 195.

Kevin Pratt's Beech D178 8taggerwing. The flightline of the Greater Kan sas City Vintage Fly-In at Gardner, Kansas, hosted by VAA Chapter 16.

Steve Lawlor's Aeronca 65-TC Tandem Trainer.


MARCH 2008

1941 Interstate Cadet prototype (se­ rial number 0004-the oldest flying Interstate), and Bill Bradford's clip­ wing Luscombe SA. On top of these special airplanes, there was a good assortment of other Stinsons and Aeroncas and Taylorcrafts and Pip­ ers, as well as a Yak-52, several RVs, Larry Haas' Oshkosh-winning Midget Mustang, several WWI replica fight­ ers, and a full-scale WWII-era Fieseler Storch replica. Considering the total number of planes at the fly-in, the quality and rarity was extraordinary. Just before dinner, we married off chapter member Randy Klemp to his new bride, Angel. The two exchanged their vows in front of their airplane and departed on a brief honeymoon flight in their Cessna 140, while the remainder of us dispatched for a fabu­ lous barbecue dinner in the shelter house, hosted by our local chef Dick Hartzler. As the sun began setting on the Gardner airport, those of us who remained enjoyed airplane mov­ ies projected on the wall of a han­ gar known as the Blazer Bijou while munching on popcorn and sampling a variety of beverages. Mark your calendar for June 2S, 200S, when we will be holding our next fly-in. We'd love to see you there. We have some on-field activ­ ities for early arrivals on the Friday night before, and there are motel rooms nearby or camping available on the field. If you happen to be in the area any other time, Gardner air­ port would be a good stop. Gardner airport ... Where the old airplanes go to party! ~ Mark McCasland's beautiful Waco UBF.

Susan Dusenbury Walnut Cove, NC _ Airline captain flying night cargo for a maior carrier _ 22,000+ flight hours _ ATP, CFIA, CFII, CFIME, A&P, AI _ Antique airplane restoration enthusiast _ Airplanes owned: 1940 Culver Cadet, 1953 Cessna 180, 1936 Stinson SR-6 (in restoration)

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Air Displays

Vintage aviation in the United Kingdom by David Macready and H.G. Frautschy Photos by David Macready David Macready, one of our most active members in the United King­ dom, has kindly been sending us giga­ bytes of CDs, all full of nicely captured photographs of the beautiful vintage aircraft flown in the United Kingdom . For those of us based in the United

States, some of these aircraft are liter­ ally foreign to us. With the exception of the Rearwin Cloudster, I don't know of a single example in the United States of any of the airplanes you see on these pages. We hope that you en­ joy this feature, which will appear on

a regular basis in the pages of Vintage Airplane, and we encourage members in other foreign lands to share high­ quality digital images of their unique aircraft with us as well. If you 'd like submission guidelines, please drop us an e-mail at vintageaircra{

Nick Parkhouse owns and flies this stunning 1939 Tipsy Trainer 1, G-AFWT, serial number 13. Also, see our back cover for a beautiful shot of this chocolate brown and tan two-place, side-by-side training aircraft from WW-II.

The impossibly cute 1958 Currie Wot, G-APNT, serial number P6399. Its owner is Mr. B.J. Dunford. 26

MARCH 2008

Above left and above: Can you think of a prettier example of a red and silver color scheme than this 1935 Miles M.2W Hawk Traine r, G-ADWT? It's serial number 215 , and it 's owned by B. Morris and R. Earl. The display pilot was Andy Sephton .

Rare even in the United States, here's a 1939 Rearwi n 8125 Cloudster, the only one registered outside of the United States. Owned by Mr. Melvyn C. Hiscock and registered as G-EVLE, it is a 1939 model, seri al number 803. .......


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The year 2008 marks a significant period in the history of the National Waco Club. We are celebrating our 50th anniversary as a type club this year! This historic milestone has been reached through the dedication of Waco owners and enthusiasts around the world who have felt a need to promote Waco aircraft and keep them flying. The National Waco Club has grown from a small group of owners who decided to form a club at the 1958 AAA Fly-In to support their hobby to a worldwide organization that provides in­ formation and help to anyone with an interest in Waco air­ craft. The year 2009 will mark the 50th National Waco Club Reunion Fly-In, and we expect well upwards of 50 Wacos to attend this six-day event making this the greatest gathering of Wacos ever. The dates will be June 23-28, 2009. With more than 400 currant members worldwide, the National Waco Club has such resources as the largest collection of Waco photographs available in the world and a complete listing of every Waco ever made with serial numbers, registration numbers, year built, owners, and final disposition. We also own all the original fac­ tory sales records from 1929-1942 where an owner can trace colors, interior, instruments, engines, props, and any special equipment ordered. In addition, we can also provide copy manuals for every model, engine manuals, brake manuals, and even some prop manuals. Original brochures for nearly every model are available for re­ production as well. Our drawing list now covers some 30 different models and is growing rapidly. Nowhere else on earth can you get this much information on any Waco airplane. The National Waco Club also hosts a website at www. that contains more than 2000 Waco photos, as well as fly-in information, classified ad­ 28 MARCH 2008

vertisements, brochures, vintage advertisements, mem­ bers' projects, interior and panel shots, plus much more. In conjunction with the NWC website is the NWC mem­ bers-only forum. Any member can join the forum by simply being a member of the club. This forum currently has more than 125 members who are restoring or flying Wacos and is the best source of quick, knowledgeable answers on any issue a Waco owner may have finding, building, or restoring Waco parts. The National Waco Club also plays host to a fly-in reunion each year in the small community of Mt. Ver­ non, Ohio, at a wonderful grass strip perfect for antique biplanes called Wynkoop Airport (6G4), owned and managed by Brian Wynkoop. This four-day event always takes place the last full weekend in June with this year"s event scheduled for June 26-29, 2008. We invite all Waco owners and enthusiasts to attend this great grass-roots reunion where flying Wacos is expected, ' swapping old airplanes stories is warranted, and great camaraderie is appreciated. Forums are held during the day on engines, restoration work, and sheet-metal working. The NWC sponsors cookouts at night, and the Friday night corn boil is the place to be. Saturday night is banquet time; it's hosted in town with gifts given to every Waco at­ tending, and an auction of rare Waco memorabilia is held to help support the NWC. President Andy Heins and his lifetime friend vice presi­ dent Doug Parsons, would like to extend a welcome to any Waco owner/enthusiast to join the NWC. Dues are only $20 per year for all of the above plus a 12-page bi­ monthly newsletter. Contact the National Waco Club at 50 La Belle St., Dayton, OH 45403, e-mail wacoaso@aol. com, or call 937-313-5931. .......

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Each year at EAA AirVenture Oshkosh the

dows that need caulking, doors that need

largest single space for the display of enthu­

to be replaced, and roofs that need to be repaired. To be certain, almost all of the la­ bor involved is performed by our dedicated

siasts' aircraft is the Vintage Aircraft park­ ing and camping area . For more than three decades it 's been a picturesque scene of the finest restored airplanes seen in this country, and a gathering place for aviation people and their magnificent machines to share knowledge and friendship . Each day during the convention, we've all been able to see the widest variety possible of airplanes, including a few one-of-a-kind aircraft. Don't forget the special Type Club parking area, where we host many exam­ ples of a particular manufacturer's airplane . From replica race planes to the American Barnstormers Tour, the amazing colors and outlines of the golden age of aviation are on di splay for all to see each year. All of this is possible through the efforts of the nearly 500 VAA volunteers, the volunteer VAA board of directors , and the VAA staff. Their passion is what makes it a great place to be throughout the week of AirVen­ ture , and why so many visitors and aviation enthusiasts come back year after year to work, relax , and enjoy aviation's premier event. It ' s a place to rekindle old friend­ ships and make new ones. A time to relax and enjoy aviation, learn something new, and rub elbows with our fellow aviators . As you can imagine, it takes some fairly sub­ stantial financial resources to underwrite such an event, and the Vintage area at EAA AirVenture is no exception. The Vintage Aircraft Association has, by necessity, elected to underwrite a portion of its yearlong activities with funds other than members' dues . The proceeds from this fund pay for all sorts of volunteer ac· tivities and improvements to the VAA area , as well as supporting VAA advocacy efforts and educational endeavors . It serves as working capital for improvements such as the new kitchen for the popular VAA Tall Pines Cafe, as well as for upkeep of many structures. There's never a shortage of win­ 30

MARCH 2008

and talented volunteers, but what about the cost of supplies and hardware? That's where our Friends of the Red Barn campaign comes in-it provides all of us, who wish, the opportunity to assist in the vi­ tal financial support of the VAA's activities. We're most appreciative of the contri­ butions made by hundreds of VAAers who see the tangible benefits of supporting their fellow VAA members in this manner. As a critical part of the VAA budget , the fund pays for such diverse items as VAA awards presented during the annual EAA aircraft awards program, special recognition for our many volunteers, and expenses associated with our special displays, forums, and edu­ cational areas such as the VAA Workshop tent and the Type Club tent. Your annual contr ibution made in the first half of 2008 will directly benefit this year's convention activities and VAA pro­ grams throughout the year. New this year for the top two gift levels is the opportunity to sit in a special VIP area for the afternoon air show, and for the Diamond Plus level , there's adults-only access to the EAA VIP hospitality area . Please consider actively participating in the 2008 VAA Friends of the Red Barn cam­ paign. Your donation may be tax-deductible to the extent allowed by law, and you can enhance your participation if you work for a matching gift company. You can do so by copying and filling out the form included on these pages, filling out and sending in the form included in the mailing that will arrive in your mailbox soon, or by donating onl ine at­ barn .html. If you desire more information concerning the VAA's Friends of the Red Barn campaign, feel free to give us a call at 920-426-6110. We'd be happy to speak with you!

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

.Caps for VAA Volunteers

• Piua Party for VAA Volunteers • Flightline Parking Scooters and Sup­ plies • Breakfast for Past Grand Champions • Volunteer Booth Administrative Sup­ plies • Membership Booth Administrative Sup­ plies • Signs Throughout the Vintage Area • Red Bam and Other Buildings' Main­ tenance •Tall Pines Cafe Construction

.And More!

Please help the VAA make

EAA AirVenture an unforgettable

experience for our many guests.

Become a Friend of the Red Barn

Diamond Plus $1250 EAA VIP Center

2people/Full Week

VIP Airshow Seating

2peoplel2 Days

Close Auto Parking Two Tickets to VAA Picnic

Special FORB Cap Two Passes to VAA Volunteer Party Special FORB Badge Access to Volunteeer Center Donor Appreciation Certificate Name Listed: Vintage Airplane Magazine, Website and Sign at Red Bam

~ -

* *

* * *

* * * * *

Full Week






1Person/Full Wk

2People/Full Wk

2People/Full Wk

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Tri Motor Certificate Breakfast at Tall Pines Cafe

Full Week


VAA Friends of the Red Barn

Name_______________________________________________________EAA#________ VAA#________ Address_______________________________________________________________________________________ City/State/Zip_______________________________________________________________________ Phone_________________________________________E-Mail_____________________________________ Please choose your level of participation: _ Diamond Plus $1,250.00 ___ Diamond Level Gift - $1,000.00 Platinum Level Gift - $750.00 _ Gold Level Gift - $500.00

___ Silver Level Gift - $250.00 ___ Bronze Level Gift - $100.00 ___ Loyal Supporter Gift - ($99.00 or under) ___ Your Support $___

o Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) o Please Charge my credit card (below) Credit Card Number _ _ _ _ _ _ _ _ _ _ _ _ _ Expiration Date _ _ __ Signature_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Mail your contribution to:


'Do you or your spouse work for a matching gift company? If so, this gift may qualify for

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

NameofCompany _____________________________________________________

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



Kick the tires Part II In last month's article on preflight inspections, I wrote about a pilot I knew who missed the fact that the fuel cap on his Cessna 195 was not securely fastened. It ended up with the beautiful airplane being destroyed in a forced landing, and the lucky pi­ lot and his passenger escaping with nothing more than minor injuries. In that article I also alluded to other losses one might incur in such a situ­ ation, although the only thing to get damaged might be the ego. In the book FARs Explained by Kent Jackson, he relates a situation where a pilot lost his private pilot privileges for 15 days after being found in viola­ tion of FAR 91.13, Careless or Reckless Operation. In the case of the Admin­ istrator v. Stimble EA-4177 (1994), "... the pilot failed to discover an improperly installed fuel cap dur­ ing preflight inspection." Now I am sure there wasn't an FAA inspector just hanging out on a ramp watch­ ing pilots conduct preflight inspec­ tions who caught the unwary pilot. Although I don't know the rest of the details, I am sure that some­ thing else happened to bring the attention of the FAA to the improp­ erly installed fuel cap. Aside from the "catchall" 91.13, which will typically be used in an en­ forcement action, what other regula­ tions are there to guide us, and keep us safe, in relationship to preflight in­ spections? There are four that specifi­ cally address the issue. They are 91.7, Civil Aircraft Airworthiness; 91.9, Civil Aircraft Flight Manual, Marking, and 32

MARCH 2008

Placard Requirements; 91.205, Powered Civil Aircraft . .. Instrument and Equip­ ment Requirements; and 91.213, Inop­ erative Instruments and Equipment. Let's take a look at all of them; here's where we will find an aircraft that might be totally safe to fly and yet still be unairworthy in the eyes of the FAA. (Which could lead to a disaster of another type, one usually settled by lawyers.) It is here that we can find what instruments and equip­ ment we must have in an operable condition, and also how we should proceed if we find anything amiss during our preflight inspection. Starting with FAR 91.7, we find that: "(a) No person may operate a civil aircraft unless it is in an airwor­ thy condition." And "(b) The pilot in command of a civil aircraft is re­ sponsible for determining whether that aircraft is in condition for safe flight...." Well, how does one define "airworthy"? Reading the airworthi­ ness certificate (you did ensure it was in the airplane, along with the reg­ istration, operating limitations, and weight and balance during your pre­ flight inspection, right?), you will find verbiage that not only helps define "airworthy" but also what keeps it ef­ fective, which includes the require­ ment to be properly registered. If the aircraft is not currently and properly registered, it is unairworthy. In the 1980 case of the Adminis­ trator v. Doppes, 5 NTSB 50, it was found that: "The term 'airworthy' comprises two different concepts, both requisite to the airworthiness

c of an aircraft. These are (1) that the aircraft conforms to a type design ap­ proved under a type certificate or sup­ plemental type certificate (STC) and to applicable airworthiness directives (AD); and (2) that the aircraft must be in condition for safe operation." What this is saying, in essence, is that we not only need to determine that the airplane is safe to fly, but that the airplane complies with its type certificate data sheet (TCDS) as well as any applicable STCs and/or ADs to be considered "airworthy." For those of us flying antique or Vintage airplanes, it means that we might have to become sleuths of the FAA website to find the TCDS for our air­ plane. It takes some patience and per­ severance, but by searching through the website, one can find a TCDS for the vast majority of the airplanes we fly. The website is much easier to use than the older printed versions, since you can search by model number rather than having to remember the name of the newest owner of the type certificate. (If I was able to do it, surely anyone can.) Having found the TCDS, you now must make certain, as you inspect your airplane, that it complies with the TCDS and any STCs (meaning that you cannot have any modifications that are not included in those docu­ ments) for that particular airplane. You must also be sure that any and all ADs have been complied with. Although there are times when we might question the reason for an AD, compliance is for our own good.

One example goes back to the fuel cap issue. I heard of a fuel starvation situation where fuel would not feed due to a venting problem with caps replaced with an improperly vented cap, which had been addressed in an AD issued way back in 1952. Sometimes ensuring that all the ADs have been complied with can be almost impossible for our older airplanes. As an example, a sharp-eyed mechanic discovered that an AD that had been is­ sued for my Super Cruiser back in 1948 (one year after my PA-12 had been built) had never been complied with. This was in 2004, 56 years after the AD had been issued. Needless to say, my Super Cruiser is now in compliance. Continuing our look at the regula­ tions, we move on to FAR 91.9, which says that we must comply with the "op­ erating limitations specified in the ap­ proved Airplane Flight Manual. ... " Well , most of our older airplanes (those certified to CAM 4 and earlier) don't have an AFM, but don't despair, in part (b) of 91.9 it says: "No person may operate a US registered civil air­ craft . .. (2) For which an Airplane Flight Manual is not required by 21.5 of this chapter, unless there is avail­ able in the aircraft a current approved Flight Manual, approved manual ma­ terial, markings and placards, or any combination thereof." FAR 21.5 allows aircraft manufac­ tured before March, 1, 1979, to be operated with a manual containing operating limitations and information required to be furnished in an AFM or manual material, markings, and placards by the applicable regulations under which the airplane was certificated. Which means that all we really need here are the appropriate placards, which might very well be minima l, that were required when the aircraft was certificated, as well as any doc­ ument that might serve as a "flight manual. " In my PA-12 that manual consists of a whopping eight pages. Okay, so now that we have verified that the airplane has all the appropri­ ate operating limitations, via man­ ual, placards, and markings, we also have to be sure that we comply with FAR 91.205, which lists all the instru­

ments and equipment that must be installed and in "operable condition" for visual flight rules flight, both day and night, as well as for instrument flight rules flight, depending upon what type of flying we will be do­ ing. Operable condition means that the instruments and equipment are "operating as intended by the manu­ facturer." We must be sure that even though we might comply with the list provided in 91.205, there isn't additional required equipment that might be found in an "aircraft equip­ ment list," a flight manual, or per­ haps an AD. If we find inoperable instruments

.. . we will find an aircraft that might be totally safe to fly and yet still be unairworthy in the eyes of the FAA. and/or equipment during our pre­ flight inspection, then FAR 91.213 gives guidance on how to proceed. It states that if a master minimum equipment list (MMEL) for that type aircraft exists, upon which an MEL has been developed for your partic­ ular airplane, then that is the docu­ ment that governs whether or not the aircraft may be flown. But since most of the airplanes that we Vintage folks are flying do not have an MMEL or MEL, 91.213 (d) (1) (i) says that "a person may take off an aircraft in op­ erations conducted under this part with inoperative instruments and equipment" as long as the inopera­ tive instruments and equipment: are not required by the TCDS, STCs, or ADs; are not required by the aircraft's equipment list; and are not required by FAR 91.205, or any other rule spe­ cific to the kind of flight operation being conducted (as an example, the need for a transponder in Class B or

C airspace). However if we do choose to fly, it then goes on to say that the inopera­ tive instruments and equipment must either be (a) "removed from the air­ craft, the cockpit control placarded, and the maintenance recorded .. . " or (b) "Deactivated and placarded inop­ erative .... " If you find yourself with inoperable instruments or equipment, referring to "Advisory Circular 91-67 Minimum Equipment Requirements for General Aviation Operations Under FAR Part 91" will give guidance on how to go about removing, deactivating, and placarding those items. So we can see, after reviewing all the applicable regulations, that it might be possible to have an aircraft that is completely safe and flyable; however, that same aircraft might also be unairworthy. If we fail to de­ tect this in our preflight inspection, it is quite possible that we might end up in an enforcement action by the FAA, and find ourselves with a sus­ pended pilot certificate for a period of time. More importantly, as I stated in last month's article, if we are dis­ tracted, in a hurry, or complacent in our inspection, the possibility of missing something that would make the airplane unsafe for flight becomes more likely. The potential of finding ourselves in a much more serious sit­ uation than that of an enforcement action becomes much more prob­ able. Please be sure, as you preflight your airplane, that you are careful, methodical, systematic, and meticu­ lous. Thus you will be not only legal, but also and-more importantly-safe when beckoned by ... blue skies and tail winds. (Thanks to my friend Al Miller, a principle maintenance inspector with the Albany, New York, flight standards dis­ trict office (FSDO), for help in preparing this article.)

Doug Stewart is the 2004 National CFI of the Year, a NAFI Master Instruc­ tor, and a designated pilot examiner. He operates DSFI Inc. (www.DSFlight. com) based at the Columbia County Airport (lB1) . ....... VINTAGE AIRPLANE



THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EAA ARCHIVES , FROM WITHIN THE NEWLY ACQUI RED CEDRIC GALLOWAY COLLECTION. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086 . Your answer needs to be in no later than April 15 for inclusion in the June 2008 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to Be sure to include your name, city, and state in the body of your note , and put (Month) Mystery Plane" in the subject line. /I


December's Mys足 tery Plane photo came to us from the EAA archives, from the Cedric Galloway collection. Our first answer comes from one of our earliest VAA members, Doug Rounds (VAA 532) of Zebulon, Georgia. It is th e Tipton Sport, powered by a 90-hp Warn er Scarab Jr. It is a on e-of-a足 kind airplane de足 signed by B.G. Tip足 34

MARCH 2008

ton, with engineering and stress analy­ sis by William Ostoff. It was built in 1936 by Earl Reed and Walter Bury in Raytown, Missouri. lt was a nice flying airplane with ex­ cellent visibility. Tipton formed an air­ craft company to possibly manufacture it, but the project didn't pan out. Only one airplane was built. Two-place side-by-side, welded tubing fuselage, fabric-covered with wood spars and ribs. Model was designated W-7200X and registered as X-16468, serial number 100. They said it could keep up with the 90-hp Monocoupe, but there I have no evidence to prove it. Present whereabouts are unknown. From Jack Erickson, State College, Pennsylvania, we have: The following information comes from Juptner's T-Hangar Tales 0) and (Ae). The information is basically the same in both with a few differences, which will be noted. The December 2007 Mystery Plane is the Tipton Model W-7200X. The aircraft was designed by George W. "Billy" Tipton (A e) (or B.G. Tip­ ton 0)) with engineering analysis (in­ cluding stress) by William Ostoff. It was built by Earl C. Reed and Wal­ ter Bury at Reed's shop in Raytown, Missouri , in 1932 (A e) or 1936 (]) as sin 100. The 1936 date fits better with the identification X 16468. The aircraft was also known as the Tipton 90-2 (Ae) and the Tipton Sport 0). The engine was a five-cylinder 90-hp War­ ner R-300 Scarab Junior. Accommoda­ tions for two are confused as tandem (Ae) and side-by-side 0). Mr. Tipton founded the Tipton Aircraft Company at Old Richards Airport in Kansas City, Missouri, but no production occurred. Both (Ae) and 0) have a photo taken on the other side of the Tipton from yours, which Juptner credits to Earl Reed. I hope someone comes through with additional information to clarify the differences. Other correct answers were re­ ceived from Mark G. Young, Van­ couver, Washington, and Wayne Van Valkenburgh, Jasper, Georgia. .......






BEGINS March 7-9 March 14-16 March 15-16 March 15-16 March 15-16 March 15-16 March 15 March 28-30

April 5-6 April 5-6 April 5-6 April 5-6 April 5 April 5

April 25-27 May 3-4 May 16-18

DURATION 2\7 days 2\7 days 2days 2days 2days 2days Evening 2\7 days 2days 2days 2days 2days 1day Evening 2\7 days 2days 2\7 days



Repairman (ELSA) Inspection-Airplane Repairman (ElSA) Inspection-Airplane Composite Construction Electrical Systems &Avionics Fabric Covering Basic Sheet Metal What's Involved in Kit Building Repairman (ELSA) Inspection-Airplane Composite Construction Electrical Systems &Avionics Introduction to Aircrah Building Basic Sheet Metal Test Flying your Project What's Involved in Kit Building Repairman (ELSA) Inspection-Airplane Van's RV Assembly Repairman (ElSA) Inspection-Airplane

Oshkosh, WI W. Palm Beach, FL Watsonville CA Watsonville, CA Watsonville CA Watsonville CA Watsonville CA Riverside, CA Detroit MI Detroit MI Detroit MI Detroit MI Detroit, MI Detroit, MI Denver, CO Oshkosh, WI Oshkosh, WI

Complete 2008 Schedule onhne soon





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This VAA Ca lendar of Events is a fraction of t hose posted on the newest page on the EAA website. To submit an event, or to view the most up to date list, please visit the EM website at During 2008, we'll publish this calendar as we transition to an all-web based calendar for 2009. This list does not constitute approval, sponsorship, involvement, control or direction of any fly-in, seminar, fly market or other event. April 19 - Lake Jackson, TX - LBX Spring Fly-In. Brazoria County

May 16-18 - Kewanee, IL - 6th Annual Midwest Aeronca Festival. Kewanee Airport (LBX). LBX Spring Fly-In, April 19, Flying Contests/ Municipal Airport (Ell). Seminars, flying contests, food, camping and Activities, Aircraft Judging, Raffle, Great Food and Fun for music. Showers on field. Bring your tail draggers. All aircraft welcome . Everyone. Check for more details. Start Time : Lot's of grass to land on and to park/camp Start Time: 8:00am End 09:00 End Time: 15:00, Phone: 979-849-5755 Time : 10:00am Contact: Jody Wittmeyer, Phone: 309-854-2393, Email: April 19 - Mayville, NY - Spring Fly-In. Dart Airport (D79). Join us for the season opener! Start Time: 9 am End Time: 8 pm May 17 - BelOit, WI - Spring Fling Pancake Breakfast and Fly-In. Beloit Airport Contact: Greg or Bob Dart, Phone: 716-753-2160, Email: (44C). This is Chapter 60's annual fund raiser for chapter projects, scholarships, etc. that includes a full pancakes and eggs breakfast, fly-in, April 25-27 - Pinevi lle , LA - EM Chapter 614 Spring Fly-In & classic auto show and other fun activities for the whole family. Start Time: Campout. Pineville Municipal Airport (2LO). Largest Fly-In in 0700 End Time: 1100 Contact: Ken Brooks, Phone: 815-985-0717, Email: the state - held on beautiful Lake Beulow. Amphibs and float planes can use the lake. Large camping area with facilities. May 17 - Delaware - EM Vintage 27 Fly-in Breakfast. Delaware Municipal Come join the fun. Start Time: Noon End Time : Noon Contact: Airport (DLZ). Fly In breakfast Start Time: 08:00 End Time: 10:00 Contact: Woody Mcintire, Phone: 6145652887, Email: Nick Nicewarner, Phone: (318) 452-0919, Email: nicewarnere@ May 18 - Brodhead, WI - EM Chapter 431 Community Pancake Breakfast. bel/south. net April 27 - Half Moon Bay, CA - Half Moon Bay Airport 18th Annual Brodhead Airport (C37). Brodhead Airport EM Chapter 431 annual Pacific Coast Dream Machines Show lOam - 4pm More than Community Pancake Breakfast. Serving from 7:00 am to noon. Homebuilt 2,000 antique, vintage, classic, custom and exotic displays. and antique aircraft on display. Start Time: 7:00 am End Time: 12:00 Helicopter, bi-plane and B-17 rides will be available for $50­ noon Contact: Mike Weeden, Email: $425. For info 650-726-2328 or May 23-25 - Watsonville, CA - 44th Annual Watsonville Fly-In & Airshow. May 2-4 - Burlington, NC - Alamance County Airport (KBUY) VM Watsonville Airport (WVI). Friday May 23 Noon to 8 PM . Saturday & Sunday May 23 & 24 9 AM to 5 PM. Vintage and Homebuilt aircraft display & Chapter 3 Spring Fly-In . All Classes Welcome! BBQ on field Fri Eve. EM judging all classes Sat. Awards Dinner Sat night. Info: judging. Aerobatic airshow. Vintage and current military warbird display and airshow. Food and camping available on field. EM Chapter 119 Pancake Jim Wilson , 843-753-7138 or May 3 - Farmville, NC - EM Chapter 960 5th Annual Spring Fly-In. Breakfast Sat. & Sun. Start Time: 9 AM End Time: 5 PM Contact: Dave Brockmann, Phone: 831-763-5600, Email: Flanagan Field (N08). EM Chapter 960's 5th Annual Spring Fly-in . Lunch is served at 11:30 noon. Come see us! Start Time: 10:00 AM End Time: 02:00 PM Contact: Rick Jones, Phone: 252­ 758-4884, Em ail: May 3 - Midland , MI - Barstow Spring Fly-In Pancake Breakfast. Midland Barstow Airport (3BS). Enjoy pancakes, ham , sausage, eggs, awesome homemade donuts. 7-11AM at the Barstow Aviation Education Center, rain or shine. Sponsored by EM Chapter 1093. Start Time: 7:00 AM End Time: 11:00 AM Contact: Dave Schmelzer, Phone : 989-274-1683, Email: schmelzerdavid@ May 3 - Pineville , LA - EM Chapter 614 e here at Poly-fiber are mighty proud to help heroes like Captain Pancake Breakfast. Pineville Municipal Eddie defeat the dreaded Hun in the skies over f rance by covering Airport (2 LO). Best breakfast around. All his ship with the toughest. easiest-to­ you can eat - pancakes , sausage , biscuits, gravy, eggs, hash browns, coffee, milk or repair fabric known to man. It's easy to juice for just a $5.00 donation . Start Time : apply, too, even Over There, and it'll see 7:30 am End Time: 10:00 am Contact: Nick our boys through the most arduous dog­ Nicewarner, Phone : 318-452-0919, Email: fighting they'll face. Poly-fiber will never May 4 - Lock Haven , PA - Fly-In Breakfast. let them down, so don't you, either! W. T. Piper Memorial Airport (LHV). Fly-In/ Help put Liberty Bond sales "over the community breakfast 8:00- 12:30 ALL top" for all our gallant doughboys! YOU CAN EAT. Pancakes, Eggs, Sausage, OJ , potato patty, coffee/tea $6.00 adults. * Friendliest manual around children 10 and under $3 . Hangar 1 *Toll-free technical support Contact: Carmen, Phone: 570-893-4200, Email: May 10 - Granbury, TX - Spring Fly-In . Pecan Plantation Airport (OTX1). EM Chapter 983 Spring Fly-In Come join us for lunch and to share your pride and joy. Start Time : 0900 End Time: 1500 Contact: Doug Crumrine, Phone: 817-573-1220, Email : ftrflyboy@ B uy YOUR W AR B ONDS AT THIS CINEMA. Aircraft Co. Un•• charter. net

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Calendar contin ued

Something to buy , sell, or trade? Classified Word Ads: $5.50 per 10 words, 180 words maximum, with bol dface lead-in on first line. Classified Display Ads: One column wide (2 .167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desire d issue date (i.e ., January 10 is the closi ng date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone . Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@ using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EM. Address advertising correspondence to EM Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.


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May 24 - Newton , IA - First Annual Ray Hill Memorial Flight Breakfast. Newton Municipal Airport (TNU). The newly created EM Chapters of Central Iowa invite you to the First Annual Ray Hill Memorial Flight Breakfast. Ames Chapter 1452, Marshalltown Chapter 675, Des Moines Chapter 135 and Newton Chapter 456 . Breakfast - adults $6, kids under 12 $3, PIC free . Start Time: 0700 End Time: 1100 Contact: Jim Jones, Phone: 641.792 .9764, Email: May 24 - St . Louis/Sauget, IL - Midwest Regional Fly-in. St. Louis Downtown Airport (CPS). Fly-in sponsored by the Greater St . Louis Air & Space Museum and EAA Chapter 64. Something for everyone! Start Time: 0800 End Time: 1600 Contact: Bob McDaniel, Phone: 618-337-6060, Email : May 30-June 1 - Poplar Grove Airport, IL - (C77) - Army Wings and Wheels 2008 Vintage Wings and Wheels Museum L-bird fly-in and living history re-enactment. Flying events, pancake breakfast, awards . See website at or call Museum at 815-547-3115 for further details. June 5-7 - Bartlesville, OK - 22nd Annual Biplane Expo . (BVO). Biplanes at Their Best -Grand Champion Biplane Exhibits-Biplane Center Museum Complex Open to Public­ "Type Club Gatherings" -Forums & Seminars-Ai rcraft Judging by Vote of Attendees­ Major Aviation Notables-Biplane Rides Available for the Public See website for more info., Phone : 918-622-8400 June 7-8 - Troy, OH - WACO Field (lWF) VM Chapter 36 Wings and Wheels Strawberry Festival Fly-In. 9am - 6pm Airplane rides, Aviation Safety Team Seminar, Military reenactments, cash prizes. June 6-8 - Columbia, CA - Bellanca-Champion Club West Coast Fly-In. Columbia Airport (022). The biggest and best gathering of Bellancas - Cruisair, Cruisemaster, Viking, Citabria, Decathlon, Scout, Champion. Technica l seminars, owner roundtables, food service and a great time in a superb location . On-site camping w/showers, short walk into town. Contact: Robert Szego, Phone : 518-731-6800, Email : staff@bellanca­ championclub. com June 7 - Troy, OH - VAA Chapter 36 Wings and Wheels Strawberry Festival Fly-In. (lWF). Airplane rides, Aviation Safety Team Seminar, Military reenactments, cash prizes Start Time: 9am End Time: 6pmSunday, June 8 - Jackson, MI. EAA Chapter 304 40th Annual Fly In Cruse In Pancake Breakfast. Jackson County/Reynolds Field (JXN). Dash plaques to first 100 aircraft and cars. Start Time: 7 AM End Time: 12PM Contact : John Eiler, Phone: 517-474-4878, Email: June 12-15 - Middletown, OH - Hook Municipal Airport (MWO). 14th National Aeronca Association Convention. See more Aeroncas in one place than you'll see anywhere in the world . Tours, forums and lots of fellowship, fun and flying will make this a weekend event you won't want to miss. For more information:, email or call 216-337-5643. June 12-15 - Stauning, Denmark - 41st International KZ-rally and fly-in. Stauning Airport (EKVD) . 41st annual international KZ-rally. Fly-in and annual meeting of EM 655 started 41 years ago and is the oldest aviation event in Denmark, and the ONLY civilian annual event here (others are bi-annual or air force) Contact: Erik Gj0rup Kristensen, Phone: +45 304911 72, Email:


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continued from inside front cover finding the many events hosted by EAA chapters, and it is rapidly grow­ ing to include all sorts of aviation events nationwide. What's really nice is the feature where you can search this website by distance from your lo­ cal ZIP code. If you want to see what events are out there on a particular weekend that are within 150 miles of your local airport, you'll have the list with just a couple of clicks of your mouse. This feature will make it easier than ever to plan a one-day escape from the daily grind and also show support to your area EAA/VAA chapters or warbird squadrons. Submit­ ting your event is also now a really easy process. You just fill out the short form and submit it online . You can read more about it in the "VAA News" section of this month's magazine. Remember, now is the time to begin planning your journey to EAA AirVen­ ture Oshkosh 2008, the World's Great­ est Aviation Celebration-coming July

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Membershi~ Services V INTAGE


ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION EAA's V INTAGE A IRCRAFT ASSOCIATION O F F IC E RS President Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260-493-4724 c11ie{

Vice· President George Daubner 2448 Lough Lane Hartford, WI 53027 262-673-5885

Secretary Steve Nesse

Treasurer Charles W. Harris

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

7215 East 46th St . Tulsa, OK 741 47 918-622-8400

DIRECTORS Steve Bender 85 Brush Hill Road Sherborn, MA 01770 508-653-7557

Dale A. Gustafson

7724 Shady Hills D r.

Indianapolis, IN 46278




David Bennett

Jeannie Hill

375 Killdeer Ct Lincoln, CA 95648 916-645-8370

John Berendt

P.O. Box 328

Harvard, IL 60033-0328

815 -943-7205


7645 Echo Point Rd. Cannon Falls, MN 55009 507-263-2414

Espie "Butch" joyce 704 N. Regional Rd. Greensboro, NC 27409 336-668-3650


Jerry Brown 4605 Hickory Wood Row

Greenwood, IN 46143

Dan Knutson

106 Tena Marie Circle

Lodi, WI 53555 608-593-7224

Dave Clark

Steve Krog

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

1002 Heather Ln. Hartford, WI 53027 262-966-7627

john S. Copeland

Robert D. "Bob" Lumley

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1265 South 124th St. Brookfield, WI 53005 262-782-2633 iUll1per@execpc.coI11

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Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 920-231-5002 GRCHA@clwrter.llet

Ronald C. Fritz 15401 Sparta Ave. Kent City, MI 49330 616-678-5012 rFrilZ@pathwaYllet.colII

Gene Morris

5936 Steve Court

Roanoke, TX 76262

817-491-9110 john Turgyan PO Box 219 New Egypt, Nj 08533 609-758-2910



EAA Aviat ion Cent er, PO Box 3086, Oshkosh WI 54903-3086

Phone (920) 426-4800

Fax (920) 426-48 73

Web Sites: www.vintageaircra ft.o rg, www.airventure_org, www_eaa.orglmemberbenefits


EAA and Division Membership Services Flying Start Program . ...... . .... 920-426-6847 800-843-3612 . ....... .. . . . FAX 920-426-6761 Library Services/Research ... . .... 920-426-4848 (8:00 AM-7:oo PM Monday-Friday CST) Medical Questions .... ... . ...... 920-426-6112 Technical Counselors .... ... .... 920-426-6864 -New/renew memberships: EAA, Divisions You ng Eagles . .... . ... ... ...... 877-806-8902 (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors Benefits (NAFI)

-Add ress changes

-Merchandise sales

-Gift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory ............. . ............... 732-885-6711

Auto Fuel STCs ............... . 920-426-4843

Build/restore information ........ 920-426-4821

Chapters: locating/organ izing .... 920-426-48 76

Education ..................... 888-322-3229

- EAA Air Academy - EAA Scholarshi ps Flight Advisors information . .. . .. 920-426-6864 Flight Instructor information ... . . 920-426-6801

AUA Vintage Insurance Plan .. .. . 800-727-3823 EAA Aircraft Insurance Plan ..... 866-647-4322 Term Life and Accidental ........ 800-241-6103 Death Insurance (Harvey Watt & Company) fAA Platinum VISA Card .. 800-853-5576 ext. 8884 EAA Aircraft Financing Plan . . .. 866-808-6040 EAA Enterprise Rent-A-Car Program ............ . . . . .. .... . ... 877-GAI-ERAC

Editorial ............ .. . ... .... 920-426-4825

VAA Office . ......... . .. . .. FAX 920-426-6865

EAA Aviation Foundation Artifact Donations ............. 920-426-4877 Financial Support ............. 800-236-1025


EAA Membershi p in the Experim ental Aircraft Associa tion , Inc. is $40 for one year, includ­ ing 12 iss ues of SPORT AVIATION. Fa mil y members hip is an addition al $10 an nu ally. Junio r Membersh ip (und er 19 yea rs of age) is available at $23 annually. All ma jor credit cards accepted for membership. (Add $16 for Foreign Postage.)

EAA SPORT PILOT C urre nt EAA m e mb e rs m ay add EAA SPORT PILOT magaZin e fo r an additi on al $20 per year. EAA M e mb e rs hip and EAA SPORT PILOT m agazin e is avail abl e fo r $ 40 per year (SPORT AVIATION magazine n ot in­ cluded). (Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION C urre nt EAA m e mb e rs m ay jo in th e Vinta ge Aircraft Assoc iati o n and receive VINTAGE AIRPLANE m agaZine fo r an ad­ ditional $36 per year. EAA Membe rship , VINTAGE AIRPLANE magazi ne and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in­ cluded). (Add $7 for Foreign Postage.)


C u rre nt EAA m e mb ers may jo in the Inte rna t io n a l Aerob a ti c C lub, In c. Divi­ sio n and receive SPORT AEROBATICS m agazine fo r a n add itio n a l $45 per year. EAA M embership, SPORT AEROBAT­ ICS ma gazine a nd o n e year mem bersh ip in th e l AC Divisio n is ava il ab le for $55 p e r ye a r (SPORT AVIATION m agaz in e n o t includ e d ). (Add $18 for Foreig n Pos tage.)

WARBIRDS Current EAA m em bers may join the EAA Warbirds of Am erica Divisio n and receive WARBIRDS m agaZine for an add itional $45 per year. EAA Me m bers h ip, WARBIRDS maga ­ z in e a nd o n e yea r m embers h ip in the Wa rbirds Div isio n is ava il able fo r $55 per year (SPORT AVIATION m agazine not in­ cluded). (Add $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS Please subm it yo u r rem itta n ce w ith a ch ec k or draft d rawn o n a United Sta tes ba nk payable in United States do lla rs. Add requi red Foreign Postage amou nt for each m embersh ip.

Membership dues to EM and its divisions are not tax deductible as charitable contri butions

Gopyright ©2008 by the EAA Vintage Aircraft Association. All rights reserved. VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Associalion and is published monthly at EAA Avia­

tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine. is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes 10 Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Iieturn undeliverable Canadian addresses to World Distribution Services, Station A. PO Box 54, Windsor, ON N9A 6J5. e-mail: FOR­ EIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE 10 foreign and APO addresses via surface 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: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Malerial should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EM® and EM SPORT AVIATlON®, the EM Logo® and Aeronautica lM 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.


MARCH 2008

ENJOY THE PRIVILEGE OF PARTNERSHIP OearEAA, I found the EAA &Ford Partner Recognition Program to be not only easy to use but well received byour local dealership when purchasing a new 2007 Lincoln MKl. I am secretary of our local fAA Chapter, and the Zen ith Zod iac 601 XL pictured wa sa two-year Chapter project, completed this April. The resulting savings from the program will help pay for a return trip to Oshkosh.

RichardW. Williamsburg, VA


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