Page 1

OCTOBER 2012

HAPPY

BIRTHDAY the Cub turns

75

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A I R P L A N E Vol. 40, No. 10

2012

OCTOBER

CONTENTS 2

Straight and Level Major operational changes at VAA by Geoff Robison

4 The Vintage Instructor Flying is a family affair by Steve Krog, CFI

7 Leftovers A Cub birthday present for EAA by Marvin V. Hoppenworth BRAD Y LAN

E

10 Fields of Gold Cubs 2 Oshkosh’s 75th birthday bash for the J-3 by Jim Busha

14

Walking the Line Sparky’s AirVenture 2012 notebook by Sparky Barnes

26

2012 Vintage Aircraft Awards

30

The Vintage Mechanic Aircraft fabric covering, Part 3 by Robert G. Lock

34

Mystery Plane by H.G. Frautschy

37

Classifieds

STAFF

EAA Publisher Director of EAA Publications Editor VAA Executive Administrator

ANY COMMENTS? Send your thoughts to the Vintage Editor at: jbusha@eaa.org For missing or replacement magazines, or any other membership-related questions, please call EAA Member Services at 800- JOIN-EAA (564-6322).

Rod Hightower J. Mac McClellan Jim Busha Theresa Books

Advertising: Sue Anderson Jonathan Berger Jeff Kaufman

VAA, PO Box 3086, Oshkosh, WI 54903

COVERS

FRONT COVER: Steve Krog flies with Luke Lachendro over the sea of Cubs

parked at Hartford during the Cubs2Osh get together. Photo Jim Koepnick.

BACK COVER: Hats off to the Vintage Volunteers! Without you none of this would be possible. Steve Moyer photo.

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STRAIGHT & LEVEL Geoff Robison EAA #268346, VAA #12606 president, VAA

Major operational changes at VAA

A

s many of you are acutely aware, H.G. Frautschy departed the offices of the VAA just a few days ago. The resulting operational challenges that we are faced with now virtually reside at our doorstep. Most employees will typically go into “kickback” mode in the waning days of their employment within an organization such as ours. H.G. in fact cr eated a checklist of items to be executed in his absence, and then completely finished his job before he turned in his keys. I really appreciated his dedication and concern for the VAA. No one can ever challenge his passion for this organization. I hope to see you at Oshkosh 2013, my friend. And now we as an organiz ation need to step forward and execute on the many challenges I can clearly see on our doorstep. We are all pleased to see Theresa Books grasp onto a number of these challenges. She has already stepped up and has eagerly engaged herself in assisting the VAA Executive Committee in redefining her new role in assisting us with keeping the organization on a clear path t o success. A number of directors have also stepped forward to take on new responsibilities to assist us in maintaining and improving our website, maintaining a good relationship with our chapters, and of course, we have a new magazine editor. In fact, you are holding in your hands the first edition of Vintage Airplane magazine as produced and edited by Jim Busha, our new editor. It’s great to have you on board, Jim. For those of you who are engaged in one the many type clubs, you may have recently read in your newsletter

where Jim has developed an idea to create some space in our magazine titled Type Club Corner. Jim’s idea is to allow space for the type clubs to announce type club fly-ins, AD news, re cent restorations , developing safety issues, or anything else type club related you may wish to submit. Jim also announced to the type club membership that he will be accepting full-length feature articles with photos on their favorite flying machines. There you go, guys and girls; here’s your chance to get famous! Seriously though, we all know that there are hundreds of folks out there with tons of raw talent that can be turned into educational, interesting, and valuable content. Especially you youngsters in your 60s and 70s who know so many tricks of this trade; you should consider sharing these with your fellow members. For those of us who consistently encourage the youth of our communities to engage and educate themselves with all things aviation, we were enthralled to be witness to a very unique award winner at Oshkosh this year. When was the last time you heard of a 17-year-old young man, who by the way just graduated from high school, who restored a 1954 Cessna 170 and actually won the Classic Reserve Grand Champion Lindy? Now that’s impressive. That young man’s name is Dillon Barron of Perry, Missouri, and he spent three years completing the restoration of his C-170. Although Dad and Grandpa participated in the restoration, Dillon actually completed the bulk of the restoration and the research on his own. Dillon actually finished the restoration on July 23, just before the big show started. It was an amazing night for me

during the awards ceremony to learn that Dillon’s 170 had scored so high. I had met Dillon when we featured him and the aircraft at the Vintage in Review Interview Circle in front of the Red Barn, and I was quite impressed by the quality of the work that was accomplished on this airframe. I think I was as excited as his dad when we presented him with his Lindy. Congratulations, Dillon! We hope to see you and the 170 in the Past Grand Champion row in 2013. (Look for a feature story on Dillon in an upcoming issue of Vintage Airplane.) It’s now early September here in northeast Indiana, and I can still work in the hangar with the doors open. But all too soon, the chill of fall weather will be upon us, and it will again be time to hunker down in the hangar. I could sure go for another relatively mild winter as we experienced last winter, but the almanac seems to be completely adverse to that formula. Let’s hope for the best! As always, please do us all the favor of inviting a friend to join the VAA, and help keep us the strong association we have all enjoyed for so many years. VAA is about participation: Be a member! Be a volunteer! Be there! Let’s all pull in the same direction for the overall good of aviation. Remember, we are better together. Join us and have it all. Come share the passion!

2 OCTOBER 2012

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Nominat ions

C A L L F OR V I N TA G E A I R C R A F T A S S O C I AT ION

Nominate your favorite vintage aviator for the EAA Vintage Aircraft Association Hall of Fame. A great honor could be bestowed upon that man or woman working next to you on your airplane, sitting next to you in the chapter meeting, or walking next to you at EAA AirVenture Oshkosh. Think about the people in your circle of aviation friends: the mechanic, historian, photographer, or pilot who has shared innumerable tips with you and with many others. They could be the next VAA Hall of Fame inductee—but only if they are nominated. The person you nominate can be a citizen of any country and may be living or deceased; his or her involvement

in vintage aviation must have occurred between 1950 and the present day. His or her contribution can be in the areas of flying, design, mechanical or aerodynamic developments, administration, writing, some other vital and relevant field, or any combination of fields that support aviation. The person you nominate must be or have been a member of the Vintage Aircraft Association or the Antique/Classic Division of EAA, and preference is given to those whose actions have contributed to the VAA in some way, perhaps as a volunteer, a restorer who shares his expertise with others, a writer, a photographer, or a pilot sharing stories, preserving aviation history, and encouraging new pilots and enthusiasts.

To nominate someone is easy. It just takes a little time and a little reminiscing on your part. •Think of a person; think of his or her contributions to vintage aviation. •Write those contributions in the various categories of the nomination form. •Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. •If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction. This year’s induction ceremony will be held near the end of October. We’ll have follow-up information once the date has been finalized. We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp. PO Box 470350 Tulsa, OK 74147 E-mail: cwh@hvsu.com Remember, your “contemporary” may be a candidate; nominate someone today! Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted. •Name of person nominated. •Address and phone number of nominee. •E-mail address of nominee. •Date of birth of nominee. If deceased, date of death. •Name and relationship of nominee’s closest living relative. •Address and phone of nominee’s closest living relative. •VAA and EAA number, if known. (Nominee must have been or is a VAA member.) •Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) •Area(s) of contributions to aviation. •Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. •Describe achievements the nominee has made in other related fields in aviation. •Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. •Any additional supporting information. •Submitter’s address and phone number, plus e-mail address. •Include any supporting material with your petition.

VINTAGE AIRPLANE 3

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Vintage Instructor THE

BY Steve Krog, CFI

Flying is a family affair I recently had the distinct pleasure of flying with two individuals who have truly inspired me. They are a father and son who began taking flight lessons together about a month ago. Jordan, the 16-year-old son, approached his father, Ben, early in the summer and mentioned that he would really like to learn to fly. No one else on either side of the family is a pilot nor has a career in anything aviationrelated. The interest in and urge to fly is something Jordan developed on his own. When Jordan made his father aware of his interests, his father gave it some thought before responding. It got him thinking about flying airplanes. Then he realized that he, too, had a passion for learning to fly but had always put the thought out of his mind, as no one around him expressed an interest in aviation. Now that he had a 16-year-old son showing interest, he let his imagination take over, allowing the desire to rise to the surface. After some thought Ben talked with Jordan, and they agreed on a plan. If Jordan was going to learn to fly, so was Dad! He feared that his son might change his mind. We all know (and most of us have experienced) that from the age of 14 to about 25, we think of our d ad as “dumber than a box of rocks.” I know I went through that phase, but about the time I reached my mid-20s I realized my dad was a lot smarter than I had ever given him credit for. In later years before my dad passed, I used to kid him a lot about having gone to night school while I was away seeking fame and fortune, because he was so much smarter than when I had left home at age 17. Ben and Jordan’s relationship was on much better footing, but still Ben didn’t want his son to either feel like he was competing with him or trying to be a good buddy rather than a father. Jordan had no problem with his father wanting to learn to fly. In fact, it is working quite well. When Ben and Jordan came to me and expressed their interest in learning to fly, it brought a smile to my face. After spending a little time one-on-one with each of them, it was apparent that both had a strong desire to master flight. Flight lessons began. Jordan would fly in the late afternoon, and Ben would fly after work. I’m not sure who

was enjoying the challenges of f light more. The weather was cooperative, and the flight schedule allowed them to progress at about the same rate. Each and every flight was sheer pleasure for me as both were eager to learn, but Ben was a bit more talkative. He would frequently comment during a lesson about the beauty and wonderment of flying an airplane. Ben has stated a number of times that he wished he had pursued his dream of learning to fly 20 years earlier.

4 OCTOBER 2012

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Progress for both continued, and soon we were working in the traffic pattern, learning the intricacies of making takeoffs and landings in a Piper J-3 Cub. Finally, about one week ago the day came, but the wind was quite unpredictable during Jordan’s flight lesson. He learned a lot during that flight; reading the windsock after turning onto the final approach, adjusting power when the wind velocity changed, and being prepared to lower a wing and add opposite rudder when a gust would want to move the plane off the centerline during level-off, flare, and touchdown. After the lesson was over Jordan had to leave, unfortunately. Usually he would wait and watch his dad fly. When Ben and I got ready for our flight that evening, the wind finally settled down to a near calm condition. I smiled to myself as we taxied to the runway. I knew that if Ben could demonstrate his ability to take off and land as well today as he had done the day before, he was going to solo today. Our first takeoff and landing was near perfect. The second time around, the traffic pattern was even better. As we rolled to a stop, I told him I wanted to see another takeoff and landing as nice as the first two. The third was even better. As we were rolling out, I asked Ben to taxi

back to the end of the runway. About halfway back I asked him to stop for a moment, and at that point I told him it was time for me to get out. He first looked at me in awe, and then an ear-to-ear grin crossed his face. I told him to make three takeoffs and landings, then taxi back to the hangar. When Ben arrived back at the hangar and k illed the engine, he sat in the airplane for a minute with the big-

Jordan and Ben .

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gest grin I’ve seen in a long time. A ll of the local airport folks had been alerted, so as soon as he had his feet firmly planted on the ground, the entire airport crew gave him a round of applause. All shook his hand, welcoming him into the exclusive club of having flown solo in an airplane. Photos were taken as I “neatly ” removed the back of his shirt with a very dull scissors followed by a second round of applause. Refreshments were brought out, and we all toasted Ben on his accomplishment. Later I told Ben that Jordan was ready to solo, so we agreed to swap their flight times for the next day. Jordan would fly in the evening when the wind was calmer. The next evening arrived, and Jordan and I taxied to the favored runway. The flight was a repeat of the previous day. After three near-perfect takeoffs and landings, I had Jordan taxi to the edge of the runway. After he stopped, I told him I was getting out, and his grin was even wider than his father’s. Unbeknownst to Jordan, his mother and sister had been alerted to the probable solo flight. They all remained out of Jordan’s sight, but the cameras with telephoto lenses were capturing every one of his takeoffs and landings.

Jordan completed his three takeoffs and landings flawlessly. As he arrived back at the hangar, the whole airport crew was once again assembled and rewarded his first solo flight with applause and shouts of congratulations. The dull scissors was again brought out, and photos were taken of this once-in-a-lifetime event. The grill was then lit, and we all celebrated the father-son duo and their achievement of solo flight with brats and refreshments. I’m not sure who was prouder—father, son, or me! I always find it personally rewarding when I meet the new first-solo pilot at the conclusion of the flight. The first words they utter are usually, “Wow, this thing really jumps in the air and climbs out without you in it. And, it floats forever on the landing.” Each will then tell you about every landing, how it felt, and what they did wrong. It is truly fun to watch their expressions and hand and body movements as they detail each landing. No matter our age, nor how long we have each been flying, there is one thing we all have in common: the memory of our individual first solo flight! It is something that we will never forget. What a pleasure it is to see and help others experience their first flight!

The grill was then lit, and we all celebrated the father-son duo and their achievement of solo flight with brats and refreshments.

6 OCTOBER 2012

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Leftovers A Cub birthday present for EAA by Mar vin V. Hoppenwor th EAA 2519 Life & E AA Tech Counselor 11

O

n July 11, 2012, I delivered the 75th anniversary Piper J-3 Cub to the EAA Museum. This is a unique aircraft. It was built u p f ro m l e f to v e r parts. It has no pedigree, no title, no registration, no airworthiness certificate, rworthiness certificate and the engine will not run. This has been an ongoing project. A friend in Ohio, Don Helmick, offered me one of two J-3 Cub fuselages that he had hanging in the ceiling of his hangar. I chose one, and when I got home, it was bare-bones tubing with a gas-tank mounting for a 9-gallon fuel tank. I sent the fuselage number to Clyde Smith Jr. (The Cub Doctor), and he verified it was indeed a 40-hp J-3 built in 1937. (The first year of the J-3 Cub.) Sometime later, I had a 1946 J-3 Cub fuselage in my shop. I brought in the 1937 fuselage, repaired it, and added all the features to make it exactly like the 1946 model, a new bird cage, cowl formers, and all. My goal was to make

this as accurate a static display model of a 1946 J-3 Cub as possible. (The last year of the Piper J-3 Cub.) Keystone Instruments of Lock Haven, Pennsylvania, was very helpful. With a little horse-trading, it was very kind to me and refaced my instruments and refurbished the compass. With a new instrument panel, we were like a new 1946. Even the compass correction card is dated 1946. There are parts from more than 20 different Cubs in this project. The cabin door came from a T-hangar in Oshkosh, Wisconsin, courtesy of Norm Petersen. Years ago I had purchased several sets of damaged wings, trying to get four

JIM BUSHA

Marvin stands in front of the ďŹ rst Piper Cub he restored-an L-4H he converted back into a J-3. This photo is circa 1953 after Marvin returned from Korea.

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Note the Piper “single squeeze” on the cable. Brass safety wire was common in 1946.

A fixture that was developed to permit me to rotate the wing by myself. The wingtip is held by a fixture that pivots and is attached at the ends of the spar. I had to have one wing in the vertical position to work on the other wing in my small shop.

JIM BUSHA

This fixture permitted me to rotate the tail surfaces all at one movement to any angle for brushing or spraying and park vertically to save space. The rudder was sprayed in position.

Fred Stadler moves the Cub’s tail end for position in front of EAA’s Pioneer Airport. Marvin borrowed the ‘N’ numbers from his first J-3 Cub.

good spars to repair a wind-damaged Cub. This left me with boxes of repairable ribs and ailerons. The Museum Cub’s wings contain straightened spars, spliced spars, and many repaired ribs. New sheet metal and wing tip bows were added. Now the wings look like new 1946 Cub wings. The control surfaces were repaired where needed. The trailing edge of the rudder was reinforced to ensure that the straight part stays straight. The inboard ribs of the stabilizers were reinforced with channel so that they will not bend over time. The landing gear tops were also made much stronger. The landing gear shock struts were made solid so they would never sag due to bad shock cords. The lift struts, although they look good, are not airworthy. A second hole was drilled in the top end so they will never finish up in a certified aircraft. New control cables were fabricated.

8 OCTOBER 2012

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JIM BUSHA

JIM BUSHA

JIM BUSHA

Yes, that is Continental Gray, and the engine has Champion C-26 spark plugs.

I developed a fixture to duplicate the “single squeeze” that was popular on the 1946 Piper aircraft. It takes more than 8 tons to do the single squeeze on 1/8-inch Nicropress sleeves. Ceconite fabric with the nitrate and butyrate dope system was chosen to finish the aircraft. Clyde Smith Jr. of Lock Haven, Pennsylvania, has written much about the restoration of Cubs, and his information was very helpful. I had to build some special fixtures so that I could handle the fabric work and painting in my small shop by myself. Jim and Dondi Miller of Aircraft Technical Support Inc. from Orient, Ohio, were very gracious and helpful in support of the fabric-covering part of the project. New sheet metal and cowling was ordered, from the instrument panel forward, because I wanted Univair quality for this project. The engine, as I mentioned previously, does not run. My goal was to have it look just like a 1946 Continen-

tal A65-8. Every time I tried to get Continental Gray, I wound up sending back gold-colored paint. So I took the data plate off the crankcase, polished that area, and took it to the paint store telling them, “Match that.” Yes, the A65-8 now has Continental Gray paint where it should be gray and black where it should be black and unpainted where that is proper. I had a new-old-stock Continental data plate, and when I stamped the numbers I also stamped “not airworthy” in the place for the serial number. Randy Hartman of Alpha & Omega Aircraft of Cedar Rapids, Iowa, was very kind and let me assemble the Cub in his hangar so I could rig it and fit the fairings. All new fairings were fabricated and fit. In the 1940s, Piper had bolts fabricated with “Piper Cub” embossed on the head. There are 15 such bolts installed and visible on the Museum Cub. The Cub was then broken down for deliver y to Oshkosh, Wiscon-

sin. Can you imagine a Chevy pickup with an 8-foot box hauling a pair of 18-foot Cub wings? The fuselage followed a week later, to be mated again with its wings. This time a carhauling trailer was used. My first airplane was a Cub. It was a Piper L-4H that I purchased from the pilot, Lt. Vernon Sandrock, who was flying it at the end of WWII. He brought the airplane back with him when he returned to the United States and had it certified as a Piper J-3-65 in Lock Haven, Pennsylvania. I purchased this aircraft from him in 1948 in a damaged condition, repaired and re-covered it, and on January 2, 1949, I was the proud owner of a near new Piper J-3 Cub. I have borrowed the registration number, NC9245H from that Cub for this Museum Cub. This has been a challenging and gratifying experience. I hope everyone who sees this Cub will notice what the 1946 Piper J-3-65 Cubs were like. VINTAGE AIRPLANE 9

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Fields of Gold Cubs 2 Oshkosh’s 75th birthday bash for the J-3 by Jim Busha It was fascinating to observe him from a distance, roaming between the bright b yyellow fabric covered flightline, the g r illed sausa ge haze of the food tents , and the buzzing activity inside the volung o r Steve K teer headquarters t located at Miles Field in Hartford, Wisconsin. As he strolled leisurely about the airport dozens of questions and requests were thrown at him, most simultaneously. There were safety issues, golf cart troubles, traffic pattern

concerns, and a Porta-Potty without toilet paper to name a few. Most ordinary men would have become irritated under the warm Wisconsin sun with the endless volley of inquiries and thrown up their hands in disgust. Thankfully Steve “Papa Bear” Krog is no ordinary man. He handled each question with his trademark warm smile and gentle chuckle, and left no doubt to the requester that his or hers was as important as all the others before. Mr. Piper was certainly smiling down on him and must have been tremendously proud of Steve, especially since he agreed to be one of the co-founders of the Piper J-3 birthday bash simply known as “Cubs 2 Oshkosh.”

Volunteer Spirit

“I remember relaxing with a group of friends one evening at AirVenture 2011,” said Steve, “and recall someone saying, ‘The Cub turns 75 next year, we ought to do something.’ Suddenly there was ghostly silence, and I noticed everyone slowly turn their heads, smile, and look at me. I could read their minds behind those evil grins, so I agreed to ‘add another stick’ to my already raging inferno and soon enlisted the help of other Cub fanatics like Rick Rademacher and Dana Osmanski to begin planning a birthday party like no other for the Cub.” The Cub gang selected the city of Hartford, Wisconsin, as the gathering site and hoped for more than 200

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BRADY LANE

JIM BUSHA

the city of Hartford, they opened their arms and practically gave us the key to the city. Thankfully the generosity didn’t stop there, as other Cub-related businesses around the country threw their hats into the ring and gave us their support. Some of them include Piper Aircraft Corporation, Univair Aircraft Corporation, Avemco, Dakota Cub Aircraft Inc., Freeman’s Just Plane Hardware, and a host of others. I can’t thank all those wonderful people enough. As aviators we are truly blessed to not only fly, but to be associated with some really awesome people!”

Is There a Doctor in the House?

Cubs to join in on the c elebration before flying the 60 miles en masse into AirVenture 2012. Steve soon realized that with that many yellow airplanes on one small field he would need a lot more help. “I took off my socks and began doing the math,” recalled Steve. “With almost 200 airplanes showing up I would need volunteers to flag them in, park them, register them, and feed them— and that was just the tip of the iceberg. I knew that crowds of other Cub admirers were also bound to show up, and that would generate other tasks that needed to be accomplished. When I approached

JIM BUSHA

The preparation to get all of the Cubs safely to AirVenture Oshkosh the day before the opening ceremonies was laid

out as if they were planning a large-scale World War II mission. Flight paths, takeoff time slots, and which J-3 would fly in what group and in what order were just a few of the hurdles Steve and his staff encountered before zero hour. It was determined that the Cub selected to lead the entire flight would be the freshly restored example owned by longtime VAA member and 2005 EAA Hall of Fame inductee Richard “Doc” Knutson and his son, VAA Treasurer Dan Knutson, both hailing from Lodi, Wisconsin. Doc had purchased the 1940 J-3, number NC30758, in 1971 and restored it for the first time. Since owning their Cub the father and son team have restored the J-3 twice more—once in the late 1990s and again in 2010. “We just enjoy these old airplanes,” said Dan. “Working side by side with

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BRADY LANE

my father for all these years on the countless airplanes we have restored together has been truly priceless, and are memories I will cherish for the rest of my life. For us the Cub represents the simple pleasures in life. Flying low and slow, waving at friends and neighbors a few hundred feet below, and soaking up all the sights and smells as the world slowly f loats by can really only be done in a Cub. Life really doesn’t get much better than that!” When the time came to select the lead pilot to escort this memorable mission it was an easy choice for Steve and his fellow volunteers; Clyde “The Cub Doctor” Smith Jr. would act as the mother hen leading the way into AirVenture while at the controls of the Knutson J-3 with almost 75 Cubs following behind. Clyde was also bestowed with another accolade before his arrival at AirVenture 2012—in November he will be inducted into the EAA Sport Aviation-Vintage Hall of Fame. “I am truly humbled by all of this,” said Clyde. “Although I have fielded countless technical questions from fellow Cub owners and restorers, laid my hands and assisted in repairing, rebuilding, and flying so many other Cubs for more years than I care to remember, leading this ‘flight of gold’ into AirVenture is truthfully an honor I will never forget.” 12 OCTOBER 2012 Vintage Oct2012.indd 14

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75th J-3 Birthday Bash at AirVenture 2012

As the golden rays of early morning sunlight crept westward over the AirVenture grounds, orange-vested VAA volunteers of all shapes and sizes began to scurry about the grassy parking area like a bunch of picnic ants awaiting the dessert that was about to arrive. Looking south down Runway 18-36, the dots in the sky began to grow larger as a gaggle of yellow-colored J-3 Cubs along with a handful of olive drab L-4s began their final descent into Oshkosh a day before the official opening. As they landed and taxied in, the cadre of orange-vested volunteers resembled morning rush hour traffic cops and directed each J-3 safely to its parking spot. By the time the last propeller ticked over, there were more than 180 Cubs that formed a blanket of gold on the field. Throughout the week Cub owners and pilots not only performed aerobatic routines and fly-bys for the air show mass but also answered question after question by the inquisitive AirVenture crowds and shared with them why the Piper J-3 Cub and its contemporaries are so much darn fun to fly. One of those owners just happened to be crowned the “Cub pilot who has owned his aircraft the longest.” Glenn Kinnegerg, EAA 415417 and VAA

26857, shared his thoughts on flying the same blue and yellow PA-11 Cub for the last 65 years. “Back in 1947 I had ‘an old Cub,’” said Glenn who hails fr om Minnesota. “I wanted something newer so I traded my J-3 along with 1,500 bucks and bought this PA-11, number N4642M. I kept it on the family farm for the first 48 years until the city I live in finally built an airport. I’ve restored it twice since I’ve owned it, first time with Linen. I’m 85 years old, and I guess the biggest piece of advice I can give anyone interested in flying is this— if you take care of yourself and your airplane, well by golly, you’ll never be too old to keep on flying!” I hope for all of us that Glenn’s words ring true with Steve Krog. It had been rumored that at the end of AirVenture week, Steve and his fellow Cub buddies were sitting around the campsite when one of them made the following comment, “Hey, in 25 years the Cub will be 100 years old, and we ought to really throw a big party for it.” All eyes turned to Steve, who this time said nothing and simply stood before his peers with a beaming smile. Turning to all before him he lifted his glass, smiled, and said, “Long live the Piper Cub! And please, please, please let me be retired by then so someone else can do all the planning!” VINTAGE AIRPLANE 13

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Walking the Line Sparky’s AirVenture 2012 notebook ar ticle and pho t o s by Sparky B arnes

T

his year at EAA AirVenture Oshkosh, a golf cart was made available to me so I could cover the grounds with ease and relative speed. As appreciative as I was of that generous opportunity, I just couldn’t resist schlepping my camera bag and casually strolling betwixt and between the rows of flying machines on foot. It’s akin to walking through a living museum where I can pause by an object that piques my interest—except in this case, it’s the people and their airplanes that offer such an interesting and interactive opportunity to savor personalities and craftsmanship. For me, “hoofing it” is the best way to meet pilots and see their airplanes. So I spent four days ambling along and enjoyed meeting a delightful cadre of aviators. Some folks

were wiping morning raindrops from their airplanes and tending to their camping gear, while others were trying to survive the midday heat (100°F on Monday) by sheltering in the shade of their airplane’s wings. The pilots I chatted with told me that, by in large, they are here for the people first, and then the airplanes. So perhaps it’s not surprising that folks out in the flying fields are friendly. Walking from row to row (starting from the Red Barn, all the way down to the South 40) is a great way to make and renew acquaintances and really see a wide variety of airplanes; I just never know what kind of story may unfold when I ask people to tell me a little bit about their flying experiences and their airplanes. Here, then, are the stories and photos I collected to share with you…

Dillon Barron of Perry, Missouri, just turned 17, and among his many aviation-related accomplishments is the restoration of this 1954 Cessna 170B. His passion, skill, and attention to detail enabled N1899C to become this year’s Reserve Grand Champion – Silver Lindy winner in the Classic category. 14 OCTOBER 2012

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Ed Myers lives in Crystal Lake, Illinois, and keeps his 1962 Piper PA-22-108 Colt at Poplar Grove Airport. An active member of EAA Chapter 1414, Myers explains that his airplane (N5569Z) is a converted Piper Colt, saying, “According to the records, it spent the beginning of its life as a flight trainer, and then sometime in the 1970s they converted it to a taildragger. It still has its original Lycoming O-235 engine. Then two-and-a-half years ago, I was in the process of building a Pitts Model 12, and a lot of people were telling me that I’d better get a lot of tailwheel time before I flew it. I started looking at Barnstormers.com, and I’d never even heard of a taildragger Colt before. So I went to take a look at it and got it for a good price. I’ve put close to 200 hours on it; I’ve found out that the more I fly it, the better the engine gets, and the better I get at flying it.” This was his fourth year at AirVenture, his second year flying in, and his first year flying in and camping with his airplane, which is an experience he loves. “I come to AirVenture to see the vintage airplanes and warbirds,” he shares, “and yesterday afternoon, I was standing next to my plane when a man walks by and says, ‘Hey, is that airplane out of Mississippi?’ It turned out that he used to own my airplane, and we talked for quite a while. So that’s one of my special AirVenture moments.” Myers has enjoyed flying 36 Young Eagles so far—especially since he didn’t have an opportunity to fly in a small plane himself until he was 17. “I’ve been into airplanes since I was 6, and I’d go to the airport but didn’t know who to talk to and felt a barrier there. So I figure if I can help out some kid who was like me when I was 8 years old and dying to get an airplane ride, then I’m kind of giving back a little.” John and Marian Spenner of Fenton, Missouri, were camping with their 230hp Continental-powered 1958 Cessna 180B this year. “This is our third trip; in 2010 we came up here and we camped in Vintage, had a great time. Last year, we drove up, and we had such a good time that this year we flew N508E here and are going to try to endure the whole week—even at our ‘old age,’ you know?” John laughs, adding, “We have a better handle now on what goes on up here, so we got a little bit bigger tent so we’re more comfortable. And we found some of the places to eat and have a little fun.” M a r i a n w h o l e h ea r t e d l y e n j o y s AirVenture as well, sharing that she “soloed years ago but never completed and got my license. But I get to fly with John, so it’s not like I don’t have any hands-on.” “She soloed back in the Stone Ages, about 40 years ago,” John chuckles. “But she did take a pinch hitter’s course, so in case I go belly up, she can fly it. We purchased the airplane from a friend of ours five-and-a-half years ago, and it took a hard winter and part of a summer to get it back flying again. It had been sitting for 30 years. The guy had a little medical problem, but he didn’t want to let go of it; finally he decided to sell it. We’ve had five airplanes: two Cessna 172s, a Cherokee 180, and a Cessna 150—and now the 180 is our ride.” “John spent a lot of time and effort and money to get them going again, which is fine by me—I love to fly!” says Marian. “Besides, if he doesn’t have a project, he gets antsy. So it’s good for him.” To which her husband of 46 years rejoins with a loving smile, “And it keeps me out of her hair. If I have a project, I don’t bother her!” VINTAGE AIRPLANE 15

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John Pfleiderer of north central Ohio flew in with friend and aircraft owner Tom Schulze to camp this year. He was packing up their camping gear while Schulze was obtaining a weather briefing prior to their departure. According to Pfleiderer, Schulze’s 1951 PA-22 (N919A) Tri-Pacer was converted to a Pacer, and Schulze restored it to its present condition. “I take the occasional trip with Tom,” says Pfleiderer. “We both used to be involved in EAA Chapter 516 in Marion. I’ve been coming up to Oshkosh for about 28 years; I like the air show, but I enjoy the forums the most. They have such a variety, and there’s a lot of knowledge out there which is informative and interesting to listen to. Plus, I like just being here!” Art teacher Mary Jo Rado decided to fly her pretty 1948 Ercoupe Model E (N94867) to Oshkosh for the first time, all the way from her home in Costa Mesa, California. With an 85-hp Continental powering it, she enjoyed an average cruising speed of 100 mph. She took four days, enjoying leisurely legs, heading north through Cheyenne. She bought her Ercoupe in 1992, right after she earned her private. Rado says, “It was in London, Kentucky, and I had never flown one—and my husband wasn’t a pilot. We bought it sight unseen and flew it to Ocean City, Maryland, so I could make my first cross-country flight as a licensed pilot.” “It was the dumbest thing—we had no idea what we were doing,” she laughs. “But we were younger, and we had a lot of adventures with it. I think AirVenture is so aptly named. Flying is always an adventure! I knew this fly-in was going to be big, but there’s just no way to sum up this space. It’s so beautiful, and so much about aviation and its history—it’s just amazing!” For years, Rado delighted in “flying the heck out of it! Then I had an engine [problem] and made an off-field landing outside the Grand Canyon. We took the airplane apart in the national forest and towed it out behind a minivan; it was a lot of fun.” She reflects good-naturedly, adding, “We got it home and had the engine redone and pickled. Then we started stripping paint and making just a little bit of progress on the airframe through the years. We did a lot of the work ourselves; my husband passed away in ’04, and it was the last thing on his to-do list. Having that list kept me together, and this was the last thing on it. So I towed it out to EAA Chapter 1 at Flabob, where we were members, and they put everything back together. Jan Johnson did the fabric; the wings were finished in 2006, and the rest of the plane was finalized in 2010. I kept the panel as simple as possible, and now I fly with an iPad and Foreflight, which is fabulous—but I still like paper sectionals. It flies great; it’s really sweet, and it’s like a buddy now.” 16 OCTOBER 2012

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John Barron of Barron Aviation in Perry, Missouri, and his brother, Steve (left), were relaxing by John’s Jacobs-powered 1952 Cessna 195 (N9854A) one morning. John is a retired TWA airline pilot, and he sums up AirVenture this way: “The best thing about Oshkosh is one gets to meet the finest people, and talk about our love of airplanes, see and hear them fly, look at how they were restored or built, and compare them to what you have.” Sharing a little about his background in aviation, he recalls, “I first soloed a Cessna 150 in 1962 and bought a Taylorcraft shortly thereafter, and I’ve been around tailwheel airplanes ever since. And then I was a parts salesman and covered a 600-mile radius of Kansas City flying my airplane—whatever it happened to be—and selling parts to FBOs. That was very educational because you saw every kind of aviation; you saw the problems, the fixes, and it probably taught me more about airplanes than any other single job that I had. We got to see everything from trainers to jets—I became a paid airport bum!” Through the years, he’s also enjoyed a variety of flying experiences. He shares that he’s “done a little crop-dusting in PA-11 Cubs with Sorenson belly packs, spraying postage stamps around this earth; did some firebombing in a PBY and the Navy version of the B-24; and charter flights. Including my airline time, I just topped 33,000 hours.” John attributes his involvement with Cessna 190/195s entirely to his son, Mike, a dedicated 195 enthusiast. John recalls taking a trip one time, and when he came home, “I found out that my son and my wife had gone off to Escanaba, Michigan, and bought a basket case 195. They hadn’t even told me about it! So before I knew it, Mike was building 195 parts. Then I came into the business later, when I sold my beloved Bonanza and bought a 195—I realized I was hooked! I really enjoy the 195 because it’s a good airplane and modern in its performance. With some careful tweaking, mine can get 170 mph true airspeed—yet the 195 looks so art deco, and I love the round engine. Mike is an IA and I’m an A&P. And we started working together, making parts and doing maintenance and repairs. [Barron Aviation holds several STCs for 190/195 mods.] Before long, we had a set of jigs, and now we’re rebuilding our 41st and 42nd airplane.” Steve also enjoys flying—in his long-cherished Ercoupe. “I’ve had it for a long time,” smiles John’s brother, “and will probably never get rid of it. I don’t really do as much with airplanes as I do with houses, though. I buy old houses and renovate them. So John does airplanes, and I do houses! This is about the fifth time I’ve been to AirVenture. It’s a great getaway from home, and I really enjoy it.”

Vintage member Ken Clark of Tulsa, Oklahoma, was all smiles under the wing of his 1946 Piper J-3C-65 Cub—not only because he was at AirVenture but also because he was enjoying quite the celebration this year. “I’m 75 years old, and this is the 75th anniversary of the Cub,” he smiles, “so I could not miss being part of the Cubs to Oshkosh. I’ve been here before with NC88005, back in 1999, and I think Charlie Harris had something to do with me getting an outstanding Cub award.” Clark, a Cub Club member, has owned his J-3 about 15 years, and he’s logged about 1,000 hours in it. “By the time we all left to fly here, there were about 80 or 90 J-3s, plus another cluster of Cubs which were painted flashy colors, or had clipped wings, or were other versions of Cub-type aircraft,” he says. “We made a mass flight, in trail, and it took 40 minutes for all of us to take off from Hartford. They put us off in 20-second-plusor-minus intervals.” Clark elaborates, “It was a real misty morning, and I lost sight of my lead who was only half a mile ahead of me. Finally I saw him, and I had a GPS and realized we were about five miles east of course, but we faded back over and got on course again. When we arrived at Oshkosh, we made [an] alternate landing on two runways so we’d have separation on the field. I’ve come to AirVenture about 10 times, and I enjoy the people every time—the airplanes are wonderful, but that’s because the people make it their life dream to own and/or restore their airplanes.” VINTAGE AIRPLANE 17

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Vintage member Bob Runkle of Swanton, Ohio, was all smiles standing beside his 1953 Cessna 170B, which received the Outstanding Cessna 170/180 – Small Plaque this year. “I love being here at Oshkosh,” he says, “and really enjoy flying my Cessna 170; I’ve had it about five years now. I started with a Cessna 140 [which he restored as an award winner] and then got the 170, which has a 145-hp Continental and will cruise at 100 knots. I bought it from a fellow in Brevard, North Carolina, who had just put it together and only had about three hours of flight time on it when he was diagnosed with cancer. He named it Aunt Bee (of The Andy Griffith show). I’m still refining the airplane; last year I replaced all the avionics in it and pulled the number two cylinder off for lead fouling on the exhaust valve. Just two weeks ago, I had the number three cylinder off for exactly the same reason.” Those aren’t the only challenges that Runkle has faced during the time he’s owned N3140A. Three years ago, he suffered a heart attack and flatlined twice. A self-confessed “gearhead,” Runkle naturally relates his body to a machine. “Looking back at my lifestyle, I was really trying to kill myself, I guess—and I almost succeeded,” says Runkle. “That changed everything in my life; as we get older we get less immortal, but that really made it apparent that my time is finite.” He shares, “It took me a year-and-a-half to get my medical back. Now I can go through my original AME to get my medical. It’s a lot of testing and paperwork every year, but it’s worth it to get back in the air. Plus, I’ve lost 75 pounds, my cholesterol and blood pressure are within normal range, and I have much healthier eating and exercise habits now. Every day really is a gift.” VAA Director Emeritus Gene Morris was relaxing in the shade of his son’s 1941 Twin Beech, which is powered by two Pratt & Whitney R-985s and has a cruising speed of 185 mph. According to the display poster, “Sweet Pea was one of seven AT-7As manufactured, and was delivered on floats to Elmendorf AFB in Anchorage, Alaska, in April 1942…She was completely remanufactured in 1954 by Beechcraft…[and became] a C-45H.” This Beech has been an active transport for decades but was never employed as a freighter. It was restored in 1997 and christened Sweet Pea (of Popeye comic strip fame). N213SP also appeared in the movie The Good Shepherd. “It had been sitting out for three-and-a-half years, and my retired airline pilot son, Ken, ferried it home in March and re-covered the fabric tail feathers,” he says. “His wife, Lorraine, is still a working airline pilot, and she did the interior and upholstery.” Morris adds, “Lo and behold, after the annual was done the right engine had to be repaired, so there’s been a lot of work and money going into it. It’s been a labor of love. And now Lorraine is checked out and she also flies it. They’re based in Poplar Grove, Illinois, and are well-known in vintage circles—they do the hand-propping demonstration in front of the Red Barn.” Sweet Pea was awarded Transport Category Runner-Up. 18 OCTOBER 2012

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Dennis and Susan Lyons of San Miguel, California, are Vintage members who bought their 1942 Howard DGA-15P (N67433) in 2003. Powered by a 450-hp Pratt & Whitney R-985, this Howard is affectionately known as Archibald “B.” There’s a story behind that name, and the short version is this, according to Dennis: “The name comes from a little ditty that was told by Clayton Graves, who restored the airplane in 1974. When we bought the airplane, we were told that it wouldn’t be ours until I could tell the story about Archibald ‘B’ (this ditty, like poetry, is best recited verbally).” Dennis smiles broadly, adding, “Archibald introduces us to the most interesting people everywhere we go, because they want to come out and look at Archibald. I started coming to AirVenture in 1973, when I got back from Vietnam. It’s wonderful to come here and see people that you only see here; it’s really enjoyable.” Susan enjoys coming to Oshkosh to see old friends and make new ones, and she says their flight from California was especially nice this year. “Archibald is very comfortable for long cross-countries, and once you get up there, you really don’t want to come down to land because it’s usually rough and hot,” she says. “So if you have smooth air and the fuel, just go for it! That’s what we did on this trip; our longest leg was Roundup, Montana, to Siren, Wisconsin. It took us four-and-a-half to five hours at 9,500 feet, and the air was as smooth as glass. The airplane will go almost seven hours nonstop; we cruise around 150 mph, and if we have any tail winds we’ll take them! I’ve seen it up to 180 and 190 mph.” Dennis learned to fly in a Cessna 150 in San Luis Obispo while enrolled in college Army ROTC. Dennis says, “The day after I got my license, I grabbed my instructor and said, ‘I want to know what this spin thing is all about.’ After that, I drove up to Paso Robles and learned to fly a tailwheel airplane, a Citabria 7ECA.” He elaborates, “Flying tailwheel airplanes is a lot of fun, but the guy who checked me out in the Howard told me, ‘From the moment you sit down until the moment the propeller stops after shutdown, it’s trying to get you—the whole time! So pay attention.’ I’ve had some interesting go-arounds and a few unpleasant landings, but I’ve never ground-looped it—yet. The one thing that comes to my mind on final approach is, ‘I am not taking this airplane home on a truck!’ I’ve logged close to 435 hours in Archibald now, and another 100 in a Howard we owned during the 1980s. All told, I’ve logged about 15,000 hours—in gliders, helicopters (including 600 in Vietnam), and Boeing 777 to J-3s.” Ross Warner flew N2988T, his 1966 Meyers 200D of Benton Harbor, Michigan, to Oshkosh this year, as he’s done most every year for the last decade or so. He’s owned the airplane since 2000, and it was awarded the Outstanding Limited Production – Outstanding in Type at AirVenture 2009. “I just redid the panel this spring,” he says, “so I have the only Meyers 200 with an updated glass panel! Technically speaking, it’s an Aero Commander 200, even though it says Meyers 200 on the nose,” He laughs, explaining, “Aero Commander bought the type certificate from Meyers, and it’s basically the same airplane. There were a total of 134 built, and 90 are flying—or could fly. I like the fact that it’s a relatively rare airplane and that it’s fast. It has a 285-hp Continental IO-520, and it trues out at 175 knots, or 200 mph. It holds 80 gallons, so I can fly it for about fourand-a-half hours, which is long enough. My son is a pilot, and we both fly for the airlines [Delta]; coming to AirVenture is the highlight of my summer!” VINTAGE AIRPLANE 19

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Josh Brownell and his girlfriend, Kerryann DiLoreto, of Brodhead, Wisconsin, are the happy owners of NC663N, a 1930 Waco ATO Taperwing that was restored in 2004 in Creve Coeur, Missouri. It originally started life with a Hisso engine, according to Brownell, but the engine was changed later. NC663N holds two passengers in the front cockpit and is powered by a 230-hp Wright 760 E-1. Brownell’s a vintage member and first came to Oshkosh two decades ago. “Oshkosh is fun because you get to see people you know that you may not get to see otherwise,” he says. “I grew up next door to Ron Price in Sonoma, California, and 20 years ago his son Chris and I flew a Cub here from Sonoma. Ron would take us flying when we were so small; we both shared one seat right next to him. We couldn’t even see over the glare shield of a Cessna 152, but Ron would tell us to pull back on the yoke when the airspeed got to 60! He owned the airport, and we rode our go-carts all over the place—we’d get so dirty out at the airport he had to hose us off before we could go home!” Josh learned to fly in 1991, and he says when he turned 19, he and Chris “flew Ron’s Cub coast to coast. That really kind of launched my flying career. I own this Waco with Kerryann, who is a student pilot, and we travel with it to give rides [through our business, Gypsy Air Tours]; I couldn’t do it without her. We’ve just been having a ball with it. I hop rides, and it gives me a chance to share the Waco with lots of people. And it gives them a chance to see what it feels like to be in an open-cockpit biplane. We fly out of the Brodhead and Lake Geneva areas, and in the last two months, we’ve flown 130 hours. Barnstorming is still alive! In August we’re going on the American Barnstormers Tour. It’ll be my first time participating as a ride hauler, and we’re excited about that.”

NC37323 is a 1941 Interstate Cadet, owned by Alan and Glenda Reber of Indianapolis, Indiana. It was likely the only Interstate on the flightline this year. 20 OCTOBER 2012

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Terry Blaser of Menominee Falls, Wisconsin, was in the vintage field with his 200-hp Ranger-powered 1946 Fairchild. He’s been flying since 1971 and soloed in a Stinson 108-2. He was attracted to the Fairchild because he “wanted something a little bit bigger after the Stinson—something with four seats,” he says, “and I wanted something with a radial engine, but that didn’t happen. Even though the Fairchild could go either way, the radial engine never materialized. But it’s fun to fly.” Blaser smiles, adding, “And it’s comfortable. It holds 60 gallons of fuel and burns right around 10 to 11 gph. I only cruise at 105 mph, so it’s not a speed demon. But I don’t want to push that Ranger too hard. I re-covered the fuselage and tail with Poly-Fiber and had some engine work done, but have left the wings alone so far. I’ve been coming to AirVenture since 1972 because I enjoy looking at all the airplanes, and have been bringing this airplane for the last 10 years.”

This boldly colored 1938 Stinson SR-10J was once owned by Shell Oil and flown by Jimmy Doolittle. NC21104 is powered by a 300-hp Lycoming and is currently owned by Tom and Jeff Ferraro of McKinney, Texas. (It was featured in this magazine in March 2006.) VINTAGE AIRPLANE 21

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Vintage member Sam Lipscomb of Commerce City, Colorado, arrived at AirVenture in Miss Cosette, his 1991 Classic Waco YMF-5, which he named after his 7-year-old daughter who accompanies him to local fly-ins. He enjoyed a rare opportunity while in Oshkosh— talking with a previous owner of N333GD. “I was at the EAA lifetime members dinner the other night, and this gentleman sits down at the table. And we start talking about Wacos. It turned out that he used to own my airplane!” P revi o u s o wn e r G e ra rd Dederich reflected that such a purely happenstance meeting was “really a remarkable coincidence, and I’m excited to see my airplane again. I bought the plane new over 20 years ago and hadn’t seen it for 15 years while it went through two other owners. My initials are in the N-number, and I flew rides with this Waco in Marco Island, Florida; Branson, Missouri; and Lake Geneva, Wisconsin. I gave 3,000 people a ride in that airplane. When business was slow, I pulled a banner with it that said, ‘Biplane Rides – 1-800-TRY-WACO.’” Lipscomb says the Waco’s 275-hp Jacobs turns a wood-composite MT prop, “which gets me another 5 mph. This Waco is s/n 41, which is the second Super Waco built. It has numerous internal mods and a larger rudder and roomier cockpits. I’ve had it for a couple of years now, and I’m really happy with it. It’s fast and comfortable for cross-countries, and I’ve put 175 hours on it in two years.” Lipscomb started flying at 13 and soloed at 16 in a Taylorcraft F-19, a stock 1942 Stearman PT-17, and a Cessna 172. “I learned at a private strip; we had a family farm in Virginia, and I learned from a local flight instructor. I can still remember his booming voice on base leg, ‘You’re slow. Get the nose down!’ I didn’t realize at the time what a rare opportunity it was to learn to fly in tailwheel airplanes; I thought that’s the way everybody learned. But now I really appreciate the opportunities I had.”

N5751P is a striking 1959 Piper PA-24 Comanche, registered to G.C. Spencer of Weatherford, Oklahoma. It’s obviously retained its award-winning good looks since at least 1993 when it was Grand Champion – Contemporary. 22 OCTOBER 2012

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N119C is a 1949 Mooney M-18L Mite, powered by a Lycoming O-145. It spent most of its l i fe w i t h G a r r y G ra m m a n of El Cajon, California, until 2006, when Vintage member Bruce Brown of Birmingham, Alabama, purchased it. Brown says, “I wanted to fly and do it inexpensively, so I wanted a plane that was low on maintenance. I asked my wife if she wanted to go flying with me, and she said no. So I said okay, I just need a one-seater. I soloed in a Cessna 152; I had 42 hours when I bought the N119C, and the airplane sat in the hangar in California until I got my license. Then I got an airline flight out, got in the Mite, and flew it home. I was so excited to fly it, I took off, and I thought it wasn’t climbing the way I expected. But I climbed up over this 10,000-foot mountain to get into the Imperial Valley on the way home, and got ready to land and then realized I’d never brought the gear up! I assure you I didn’t forget that again!” This is Brown’s second time at AirVenture, and it was a treat to see this 6-foot 3-inch pilot easily condense himself into the Mite’s tiny cockpit. “The Mite has retractable gear, so I have to be retractable as well,” laughs Brown, adding, “I usually fly 2-1/2-hour legs, and I’m fine with that. Garry never got to come to Oshkosh, so I decided it would be a tribute to Garry to fly it here. He modernized this Mite every year of his life and also replaced a plywood bulkhead with a metal one to strengthen the tail area. The most unique thing about this airplane is the alternator system that Garry got a field approval for, and now I’ve added a modern electrical system to it. After I bought the airplane, I had a hard landing, so I decided to look into the wings to be sure they were okay. I found some cracking of the wood auxiliary spar and some deterioration of the glue. So we restored the wings and re-covered them and then made a modern panel with a Garmin 430. It really surprises people when they open up a 1949 airplane and see it so up to date. After six years of owning the Mite, I can’t imagine not having it—it’s like a Hawaiian shirt, you know? You put it on and it just makes you smile!” (Watch for an upcoming feature on this airplane.)

This 1949 Douglas DC-3 (N734H) is registered to Good Aviation LLC of Oshkosh and was parked close to the South 40. VINTAGE AIRPLANE 23

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Vintage member Mark Hopp of Middleton, Wisconsin, has about seven hours of flight instruction in his freshly restored 1946 Piper J-3C-65 Cub (NC98394), and he intends to complete his training and take his checkride in NC98394. He started out flying from the front seat of the Cub with a pilot friend, and when he officially started taking lessons, he transitioned to the rear seat. Laughing, he declares, “It’s a different world back there— the sight picture just changes so dramatically! My wife, Lisa, also plans to learn how to fly in the Cub.” Now 53, Hopp’s interest in airplanes started when he was a boy, building Guillows, Comet, and Sterling balsawood kits, which he hung from the ceiling. Then he started flying remote-controlled airplanes in his 20s. A few years ago, he visited Jerry Johnson, who was building a Wag-Aero CUBy in his garage . . . That’s when he got the bug for one-to-one scale aircraft. Johnson had two young sons, Cory and Ryan, who were already in the award-winning restoration business. “Then one day this J-3 came up for sale, and Cory, Ryan, and Jerry were going to give me a hand to help me restore it,” he says. “It had been flipped over by a storm back in 1964, and pushed into a hangar and left to sit.” Hopp explains, “They did a lot of fuselage repair, and by the time I got it in 2002 most of the hard work was done; it was just a matter of covering it with Ceconite and Randolph dope and putting it back together. Lisa was also a great help with support and her sewing skills. She did the interior seat slings and seats. We did all the work in a one-car garage and completed it in 2010.” When the Cubs to Oshkosh flight was announced, Hopp couldn’t resist twisting his instructor’s arm to fly along with him during the mass arrival. “It was a once-in-a-lifetime chance!” exclaims Hopp. “We were seventh in line when we took off from Hartford, so I could see four airplanes in front of me most of the time.” Hopp says, “Since I was flying from the back seat, I just kind of put the Cub in front of me over the left eyebrow and followed him into Oshkosh. It was fun to see 85 J-3s show up at Hartford.”

This uniquely painted and polished 1946 Cessna 140 was simply shining in the sweltering sun, down in the South 40. Registered to Roger Simoneau of Quebec, Canada, this Cessna is powered by a 135-hp Lycoming O-290 and has a cruising speed of 110 mph. 24 OCTOBER 2012

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EAA lifetime member Steve Ware of Lonoke, Arkansas, had just arrived and was setting up camp with a friend when he took a few minutes to talk about his 1946 North American Navion (N22A, s/n 4-19). “It’s an early Navion; they’re up to the 2,634th serial number now. I bought it in 2006 from an 82-year-old man in Terrell, Texas. He’d owned it for 27 years, and it was his baby. But he was getting out of flying. I got it for a really good price, and it only had 200 hours on the engine and prop. Then on my first cross-country, the prop had a problem, and it was a forced landing. But since it was right after liftoff, I was able to land back on the runway, luckily.” Ware adds, “I was looking for a name for it, and Lucky Lady is what she became. As far as I can tell it has the original paint scheme and colors. I put about 100 hours a year on it. The Continental engine (205 hp) is original to the airframe; it’s an E185. Originally it was an E185-3, but now with upgrades, it’s a -9.” Ware is a retired Air Force C-130 pilot who first soloed a Cessna 152 in a college ROTC flight program. Then he went on to pilot training in a T-37 and T-38. After retirement, he was flying a Piper Cherokee and was considering being partners with his uncle in a Cessna 182. But then he went for a flight in a Navion, and a month later he bought N22A. “I’m a member of the Southern Navion Air Group and American Navion Society, and this is my sixth year at AirVenture,” reflects Ware, elaborating, “I come here not just to see other Navions but to check out everybody that’s here and to see all the neat aircraft—and then settle back and watch the air show in the afternoon. I always find somebody I know here, and I enjoy hooking up with them and having dinner.”

What Our Members Are Restoring

Are you nearing completion of a restoration? Or is it done and you’re busy flying and showing it off? If so, we’d like to hear from you. Send us a 4-by-6-inch print from a commercial source (no home printers, please—those prints just don’t scan well) or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or if you’re on a high-speed Internet connection, you can e-mail them along with a text-only or Word document describing your airplane. (If your e-mail program asks if you’d like to make the photos smaller, say no.) For more tips on creating photos we can publish, visit VAA’s website at www.VintageAircraft.org. Check the News page for a hyperlink to Want To Send Us A Photograph?

For more information, you can also e-mail us at vintageaircraft@eaa.org or call us at 920-426-4825.

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2012 Vintage Aircraft Association Awards Antique (through August 1945) Transport Category Runner-Up Kenneth Morris, Poplar Grove, Illinois 1941 Beech C45H, N213SP Customized Aircraft Runner-Up Jerrel Barto, Riverside, California 1937 Waco YKS-7, NC17472 World War II Era (1942-1945) Runner-Up Jeffrey Wheeler, Pataskala, Ohio 1941 Meyers OTW 160, NC26476 Bronze Age (1937-1941) Outstanding ClosedCockpit Monoplane Kenneth Eckel, Hernando, Mississippi 1940 Piper J-3C-65, N35054 Bronze Age (1937-1941) Runner-Up Guy Bourke, Little River, Victoria, Australia 1939 Waco AGC-8, NC66206 Silver Age (1928-1936) Outstanding Open-Cockpit Biplane David Allen, Elbert, Colorado 1930 Waco Biplane, NC662Y

Silver Age (1928-1936) Champion - Bronze Lindy Stanley Sweikar, Dameron, Maryland 1929 Fleet 2, NC431K Antique Reserve Grand Champion - Silver Lindy Walter Bowe, Livermore, California 1929 Laird LC-RW300, N4442 Antique Grand Champion - Gold Lindy Peter Ramm, St. Catharines, Ontario, Canada 1937 Lockheed 12A, CFLKD

Classic (September 1945-1955) Outstanding Beech - Small Plaque Virgil Johnson, Wellington, Ohio 1947 Beech 35, N2786V Outstanding Cessna 170/180 - Small Plaque Robert Runkle, Swanton, Ohio 1953 Cessna 170B, N3140A Outstanding Cessna 190/195 - Small Plaque Dave Fisher, Edina, Minnesota 1948 Cessna 195, N195PL Outstanding Ercoupe - Small Plaque Patrician Horn, Waterford, Wisconsin 1947 Engineering & Research 415-D, N2231H

Silver Age (1928-1936) Runner-Up Lawrence D. Buhl Jr., Harbor Springs, Michigan 1928 Buhl Airsedan, N5680

Outstanding Luscombe - Small Plaque Joe Champagne, Fairland, Oklahoma 1949 Silvaire Luscombe 8F, N2113B

Replica Aircraft Champion - Bronze Lindy Ingrid Zimmer, Jefferson, Maryland 1939 Piper J-3P, N20280

Outstanding Piper J-3 - Small Plaque Robert Epting, Chapel Hill, North Carolina 1946 Piper J-3C-65, NC92455

World War II Military Trainer/Liaison Aircraft Champion Bronze Lindy Dean Maupin, Davenport, Iowa 1942 Waco UPF-7, NC39743 Transport Category Champion - Bronze Lindy Michael Boren, Boise, Idaho 1943 Stinson V77, N743PM Customized Aircraft Champion - Bronze Lindy Paul Carmichael, Ellicottville, New York 1940 Waco UPF-7, N20979 World War II Era (1942-1945) Champion - Bronze Lindy Eric Hertz, Auckland, New Zealand 1947 Beech 17, N80316 Bronze Age (1937-1941) Champion - Bronze Lindy Sean Soare, Loves Park, Illinois 1937 Waco YKS-7, NC17716

Outstanding Piper Other - Small Plaque Craig Kehrer, Morris, Pennsylvania 1947 Piper J-3C-65, NC3617N Outstanding Stinson - Small Plaque Gregory Farish, North Gower, Ontario, Canada 1947 Stinson 108, CFMVK standing Swift - Small Plaque James & Carolyn Roberts, Knoxville, Tennessee 1956 Globe GC-1B, N78012 Preservation - Small Plaque George Greiman, Garner, Iowa 1950 Beech B35, N5186C Custom Class A (0-80 hp) - Small Plaque Rodney Graham, Fyffe, Alabama 1946 Piper J-3C-65, NC6243H Custom Class B (81-150 hp) - Small Plaque Ron Jewell, Edmond, Oklahoma 1946 Piper J-3C-65, N98829

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Custom Class C (151-235 hp) - Small Plaque Barbara and Stephen Wilson, Granbury, Texas 1948 Temco GC-1B, N3876K

Outstanding Piper PA-22 Tri-Pacer - Outstanding in Type David Sterling, Trempealeau, Wisconsin 1957 Piper PA-22-150, N6929D

Custom Class D (236-plus hp) - Small Plaque Vernon Waltman, Austin, Texas 1953 Cessna 195, N4495C

Outstanding Piper PA-28 Cherokee - Outstanding in Type Dale Phillips, WestďŹ eld, North Carolina 1969 Piper PA-28-180, N6428J

Best Custom Runner-Up - Large Plaque Frank Sublett, Winchester, Virginia 1948 Temco GC-1B, N2380B Class I (0-80 hp) - Bronze Lindy Charles Webb, Fort Worth, Texas 1946 Piper J-3C-65, NC70919 Class II (81-150 hp) - Bronze Lindy Richard Harris, West Nyack, New York 1947 Cessna 140, NC2350N Class III (151-235 hp) - Bronze Lindy Larry WoodďŹ n, Lake City, Florida 1948 Navion A, N888LW Class IV (236-plus hp) - Bronze Lindy William Saloga, Batavia, Illinois 1952 Cessna 195, N1LA Best Custom - Bronze Lindy Andrew George, Groveport, Ohio 1948 Cessna 170, N4085V Reserve Grand Champion - Silver Lindy Dillon Barron, Perry, Missouri 1954 Cessna 170B, N1899C Grand Champion - Gold Lindy Roger Meggers and Darin Meggers, Baker, Montana 1950 Piper PA-18, N5410H

Preservation Award - Outstanding in Type Stephanie Allen, Mukilteo, Washington 1969 Cessna 172K, N78797 Class I Single Engine (0-160 hp) - Bronze Lindy Royce Johnson, Clinton, Arkansas 1964 Piper PA-18-150, N4106Z Class III Single Engine (231-plus hp) - Bronze Lindy Jim Gerblick, McCall, Idaho 1959 de Havilland DH2, N1959B Custom Multiengine - Bronze Lindy Jake Minesinger, Troy, Ohio 1964 Piper PA-23-250, N5622Y Outstanding Customized - Bronze Lindy Benjamin Van Kampen, Wichita, Kansas 1957 Piper PA-22-160, N1238V Reserve Grand Champion - Silver Lindy George Campbell, Aubrey, Texas 1964 Cessna 310, N8013M Grand Champion - Gold Lindy Douglas Nealey, South Barrington, Illinois 1966 de Havilland DHC-2 MK III, N94DN

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Contemporary (1956-1970) Outstanding Beech Single Engine - Outstanding in Type John Nazarenko, Leduc, Alberta, Canada 1957 Beech Bonanza H35, CFTAA Outstanding Cessna 170/172/175 - Outstanding in Type Chris Demopoulos, Dyer, Indiana 1966 Cessna 172H, N3832R Outstanding Cessna 180/182/210 - Outstanding in Type Robert Johnson, Rochester Hills, Michigan 1966 Cessna 182J, N498EK Outstanding Cessna 310 - Outstanding in Type Edward Ferguson, Billings, Montana 1967 Cessna 310L, N3321X Outstanding Mooney - Outstanding in Type Ross Ernest, Cincinnati, Ohio 1969 Mooney M10, N9508V Outstanding Piper PA-18 Super Cub - Outstanding in Type Joseph Norris, Oshkosh, Wisconsin 1960 Piper PA-18, N3678Z

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Cub Anniversary Merchandise

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Vintage Mechanic

THE

BY ROBERT G. LOCK

Aircraft fabric covering, Part 3 We have explored aircraft fabric covering from the beginning and have traced the coatings used to shrink and seal the cloth. We have moved forward to a time when new synthetic processes began to replace the old Grade A and Irish linen covering methods. Requirements for fabric covering moved through the government bureaucracy starting with the Aeronautics Branch of the Department of Commerce, into the Bureau of Aeronautics, the CAA, and finally the FAA. By the time new synthetic processes appeared, developers had to deal with the FAA and its bureaucratic nightmare. But first one last look at the finishing process for Grade A cotton fabric in WWII. Illustration 1 is Stearman Aircraft Division of the Boeing Airplane Company Report No. A75N19000, dated January 6, 1941, on the model N2S -1, N2S-2, and N2S-3 airplanes manufactured for the U.S. Navy Department, Bureau of Aeronautics Contract No. 74807.

ILLUSTRATION 1

It is not my intent here to detail how to use each of the current synthetic fabric processes but rather to expose common threads that can be applied to all methods. Let us begin this discussion with the fabric, which is common to all processes, which is unshrunk Dacron woven cloth. In previous columns we have discussed the effects of ultraviolet (UV) radiation damage to Grade A cotton fabric and detailed a test by Ray Stits that is contained in the Poly-Fiber Procedure Manual. Illustration 2 shows the complete test results as taken from the manual. Note that heavy- and medium-weight Dacron was reduced to just 15 percent of original strength with exposure of 13 months to the UV radiation from our sun. From these tests one can conclude: • If there is not enough UV blocking material applied to Grade A and Dacron cloth, degradation of strength will occur, probably at a slow rate depending on how light the coatings were applied. • If there are significant cracks in the coatings that expose filaments directly to the sun and UV radiation. • If there are large areas where coatings have peeled from Dacron material thus exposing area(s) to UV radiation. Therefore, one can conclude that the application of UV blocking material is of the utmost importance. A method to check for integrity of coatings that block UV radiation is to shine a bright light inside the fabric covering and see if any light is transferred to the outside. A strong flashlight will generally work to conduct this check. So when conducting an annual inspection on a fabric-covered ship, I check the logbook to see when it was covered, what weight Dacron was used, and who did the job. Then I inspect the coatings for integrity, looking closely for any cracks or peeling that would expose the weave to UV radiation. If coatings are intact, I remove inspection covers and

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ing material. Here I am using an HVLP spray gun attached to a 2-gallon pressure pot.

ILLUSTRATION 3 There were two â&#x20AC;&#x153;fieldâ&#x20AC;? testers that measured the strength of fabric; however, the most reliable is a laboratory pull test. The oldest fabric tester was the Seyboth that punched a hole in the fabric surface. It read in color bands of red, orange, yellow, and three bands of green. Red band = 56 pounds or less, orange band = 56+ pounds, yellow band = 60 pounds, first green band = 68 pounds, second green band = 72 pounds, third green band = 80+ pounds. The Seyboth

ILLUSTRATION 2 shine a bright flashlight against the top surfaces checking for light transmitting through the UV blocking material. I look closely at fabric attachment to structure, particularly if there is a fairing strip installed, such as the top fuselage and windshield junction. Based on the Stits findings regarding Dacron deterioration, there would be no reason to pull test the fabric if the coatings were good. If the conclusion that UV blocking material sprayed on a fabric surface affects the overall life of the covering, then one can conclude proper application of silver to the surface is critical. Illustration 3 shows spraying the first of four wet cross coats of Poly-Spray to block UV radiation of the sun. A most important step in aircraft fabric covering no matter what type of process is the correct application of UV block-

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ILLUSTRATION 4 fabric tester was made by the Langley Corporation, San Diego, California. It was calibrated for Grade A cotton fabric only and was not intended to be used as a universal measuring device for other fabrics or finishes. It probably would not be used as a field-test instrument for determining fabric strength because it was replaced by the Maule tester. The Maule fabric tester shown in illustration 4 was designed to test in-service fabric on structures causing as little damage to the surface as possible. When testing fabric the tester was placed on the fabric surface and pressure slowly applied to the tester while reading the numbers on the scale. I used to push until I read above 46 pounds for intermediate fabric and above 56 pounds for heavier weight fabric. It would work on both Grade A and synthetic fabric, and unless the fabric was below minimum requirement, would not punch a hole in the surface. Unlike the Seyboth tester, the Maule unit reads in pounds per inch along the shaft, beginning with 5 pounds and ending with 80 pounds per inch. The most accurate method to determine aircraft fabric strength is by a pull test under controlled laboratory conditions. Left is a very old pull test on my Aeronca 7AC done

by the Twining Lab in Fresno, California. Note how accurate the readings are. The minimum deteriorated fabric strength for a 7AC is 46 pounds per inch warp and fill. When testing fabric always test on the top surface in the darkest color because that is where deterioration will be the greatest. Recall Ray Stits raw fabric test; deterioration was the greatest on the top surface and less on the bottom surface. These three samples indicate the fabric is still airworthy. I recall sending Twining three samples of new raw Dacron cloth for tensile testing. The first sample was Ceconite 101 (3.6 ounce per square yard), and it pull tested more than 150 pounds per inch and a notation was made that the fabric tester read 150 pounds maximum and it failed above that amount. The second sample was Ceconite 103 (2.6 ounces per square yard and a suitable replacement for the old intermediate Grade A cotton fabric), and it pull tested 97 pounds per inch. The third sample was advertised as Dacron cloth for experimental aircraft only, and it pull tested around 75 pounds per inch as I recall. However, Twining noted that the fibers pulled apart rather than breaking. I just removed Ceconite 101 fabric covering from my Aeronca 7AC that had been in place since 1971. I intend to have a couple samples pull tested just to see what the value is after more than 38 years of service. I expect to find it still good because it had eight cross coats of silver dope applied over six coats of clear nitrate dope when I covered it back in 1971. Illustration 5 details the results of a fabric pull test under laboratory conditions on my Aeronca Champ when it was first done in 1964. When aircraft woven fabric cloth is pull tested the sample must measure 1 inch wide and 6 inches long , and the pull must be directly along the fibers, not across them. This test necessitated cutting substantial openings in the fabricâ&#x20AC;&#x2122;s upper surfaces in the darkest colors. These openings would generally measure 1-1/2 inches by 6-1/2 inches, giving the laboratory some excess for trimming. The samples were sent in with coatings intact. Repairing those holes took a fair amount of labor; a pigmented doped surface was the easiest, and an enamel or polyurethane surface much more difficult depending on the synthetic fabric process. Inspection of fabric surfaces consists of an examination of coatings to make sure there are no cracks that expose woven cloth fibers. Look for wrinkles, particularly at the trailing edge of wood wings that would indicate rib dam-

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and the NITE came from copying Bill Lott’s Eonite process name. Anyway, the Ceconite process using nitrate and butyrate dope is still around. Synthetic fabric should always be repaired by following the instructions included in the procedure manual that, in some cases, refers back to AC43.13-1B. Of course, the mechanic making the repair will have to determine whether the size of the damaged area is a minor or a major repair. Therefore the repair could be a logbook entry or would require an FAA Form 337. This will end our discussion of aircraft fabric covering. We have traced aircraft fabric covering from the early days of WWI to the present and in doing so have uncovered some very interesting tidbits of forgotten data and techniques. Hopefully there are some points made that will make life around fabric aircraft a little easier, particularly the inspection of fabric surfaces. May 2009 RGL

ILLUSTRATION 5 age. If the fabric must be tested, start by using a Maule tester, keeping the pull test as a last resort because of repairs needed to patch holes. All synthetic fabric processes carry an FAA issued supplemental type certificate (STC). However if a newly manufactured aircraft is covered with a synthetic fabric, the STC issue does not apply because the fabric type is part of its type certificate. If an aircraft was originally covered with Grade A cotton fabric and is re-covered with a synthetic, it is a major alteration to its original TC. That is where the STC fits into the picture as the STC allows the owner/mechanic to alter the original TC without gaining FAA field approval. Some of the early processes have been withdrawn: Eonex, Eonite, and Razorback come to mind. I once covered a Beech D-17S with Eonex and covered my Fairchild PT-19 fuselage with Razorback, but have done the most work with Ceconite and Poly-Fiber. Razorback used a treated lightweight fiberglass cloth filled by spraying butyrate dope until the fabric tautened and was filled. It was prone to pinholes, and in cold wet weather would loosen and wr inkle, but tauten when the temperature warmed up. The early Ceconite process using Dacron fabric and coating with nitrate and butyrate dope most closely resembled the Grade A cotton process. I recall back in 1959 (give or take a couple years—it’s hard to remember exactly when this happened!), Slim Kidwell, a Bellanca dealer at the Torrance airport, experimented with Dacron cloth and butyrate dope on a flap assembly. After a few flights the butyrate dope peeled off the cloth, so that wasn’t the answer. I don’t know exactly, but he may have been working with Col. Daniel Cooper to perfect the Ceconite process. Allegedly Ceconite stood for Cooper Engineering Company (CECO),

REFERENCES: Poly-Fiber Procedure Manual dated April 1998 by Jon Goldenbaum Stearman Aircraft Division, Report No. A75N1-9000 dated June 6, 1941 AC43.13-1B, Change 1

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by H.G. FRAUTSCHY

MYSTERY PLANE J U LY ’ S M Y S T E R Y A N S W E R

The specific aircraft pictured as the July Mystery Plane was NC463M, serial No. 7, and it was operated by Gorst Air Transport between Seattle and Bremerton, Washington. irst, an announcement. As VAA moves forward with plans to revise the content and appearance of Vintage Airplane magazine, the Mystery Plane column will come to an end with the publication of the answer to September’s Mystery Plane in the December issue. That’s why you don’t see a Mystery Plane at the head of this month’s column. This column has been a part of the magazine since the 1970s and was overseen for many years by the late George Hardie, one of EAA’s earliest editorial contributors. Back in 1995, when George could no longer write the column, I took over, thinking it would end shortly thereafter, simply because

F

it seemed the number of Myst er y Planes available that were not weird one-off airplanes from the 1920s and ’30s was quickly dwindling. But about the time I would hear the stone hit bottom when I tossed it in the “Mystery Plane well,” a few more would trickle in, so I kept it going, mostly because there was a pretty large following for the column back in the 1990s, and occasionally a few photos would come to us from members or be donated to the EAA library. The reality is that few photos that would qualify now come to the library in the numbers we used to see, and sadly, very few people still respond to the column. Those dedicated few who do so regularly have been unfailingly loyal and

among Vintage Airplane’s most ardent contributors. My thanks to each and every one of you. I’m glad I was able to put a little more fun in each of your months. So without further ado, here’s part of the first answer for the July Mystery Plane, sent to us by one of our earliest members (he’s VAA 97), Mr. Lynn Towns of Holt, Michigan: “The July Mystery Plane is the Eastman E-2 Sea Rover. This plane was built by the Eastman Aircraft Corporation in Detroit, Michigan, on approved type certificate No. 288. The plane was a three-place open-cockpit seaplane. There were two cockpits, each with a set of controls. The pilot would usually fly from the single-place rear cockpit, and the passengers would sit in the

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Sea Rover NC463M being pulled from the water by a fire boat after the pilot named “Sparky” dug a wing into the water and flipped the airplane over. two-place front cockpit. The production planes were powered by a 185-hp sixcylinder Curtiss R-600 Challenger engine, which was a two-row radial engine with three cylinders per row. The vibrations from the Challenger engine reportedly plagued the Sea Rover with failures of engine mounts.” Since a few members did such a great job researching this seaplane, I thought it fitting to use sections of each of their letters. Here’s some additional information from member Wes Smith, Springfield, Illinois: “The July 2012 Mystery Plane is the Eastman Aircraft Corp. E-2 Sea Rover (NC463M, c/n 7, ATC 288) biplane flying boat, operated by Gorst Air Transport from 1929-30. “Vern C. Gorst was the founder of

Pacific Air Transport (PAT), which he operated from 1926-28, until he sold the company to William Boeing. Previously, he had been a bus operator from Oregon. After selling PAT, Gorst established a short-lived airline to carry airmail from Seattle to Alaska. On June 15, 1929, Gorst founded Gorst Air Transport (GAT) with flights from Seattle to Bremerton, with occasional ‘flag stops’ along the route. Eleven roundtrip flights were scheduled each day, and a total of 15,000 passengers were carried in 1930, using two Loening C2C Air Yachts. He also established air ferries, again, using Loening C2Cs, which provided scheduled ser vice across San Francisco Bay from San Francisco to Alameda, Oakland, and Vallejo. In

1930, they carried 60,000 passengers. The crossing took six minutes, with a two-minute turnaround. Later, Walter Varney became the company director. When the San Francisco-Oakland Bay Bridge opened in 1936, the service ended. After several unsuccessful tries at establishing new airlines, Gorst eventually returned to Oregon where he passed away in 1953. “The original Eastman E-2, known as the Beasley-Eastman, was designed by James H. Eastman and Tom Towle. P.R. Beasley, a Detroit businessman, served as financier. The prototype had an empennage supported by outrigger struts and was powered by an Anzani engine, which was later changed to a 110-hp Warner Scarab. Production aircraft had full-length hulls and Curtiss R-600 six-cylinder Challenger radial engines of 170-185 hp. “The strut arrangement of the biplane wings was somewhat unique in that a large vee strut ran from the upper wing to the hull. N-struts served as the outer interplane struts, while the central engine and nacelle were supported by several inclined struts attached to the upper hull. The horizontal stabilizer was supported with N-struts, and the vertical rudder had an aerodynamic balance. The lower wing was much smaller than the upper and almost qualified as a sesquiplane. “The hull was a mix of ash and spruce construction covered by Alclad aluminum sheeting screwed to the hull. The wing spars were spruce and plywood box beams with plywood truss ribs. The leading edges were covered with Dural sheet, and the entire structure covered with fabric. Ailerons were fitted to the upper wings only, and small wingtip floats were fitted to the lower wings. “The engine nacelle was made of chromoly steel tubing covered with aluminum. The fuel tanks were fitted in the upper wing center section, and the oil tank was located in the nacelle. Like the hull, the wingtip floats were also of mixed wood construction, covered with Alclad aluminum. The fabric-covered empennage was built of steel channel sections and welded steel tubing. The horizontal stabilizer was adjustable, and a small water rudder was linked to the VINTAGE AIRPLANE 35

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From the pages of a brochure for the Eastman, we have these fanciful illustrations depicting its operations far from where it became the most famous, the deep interior of Canada. vertical rudder by a spring-loaded attachment. All controls were operated by stranded steel cable. “Sixteen E-2s were built by the Eastman Aircraft Corp. at Detroit, Michigan, Edward S. Evans serving as company president and James H.

Eastman as chief of engineering. Carl B. Squier was in charge of sales, but in 1930 Evans was succeeded by Beasley as company president, and Carl S. Betts became the sales manager. “Two cockpits were built into the hull, the front cockpit normally serv-

Specifications Upper wingspan 36 feet 0 inches Lower wingspan 20 feet 8 inches Length overall 26 feet 3 inches Height 8 feet 9 inches Empty weight 1,745 pounds Gross weight 2,725 pounds Useful load 980 pounds Two fuel tanks in the center section held 48 gallons, the oil tank held 5 gallons, and the payload with full fuel and oil was 490 pounds. Maximum speed 110 mph Cruising speed 90 mph Landing speed 50 mph Range at 10.6 gph 360 miles Initial rate of climb 740 fpm Service ceiling 9,500 feet

ing for one or two passengers, the pilot sitting in the aft cockpit. Dual controls could be fitted, and kapok-filled leather seat cushions doubled as life preservers. The original price was $8,750, which was increased to $9,985 before being cut to $6,750 by March of 1931. A pneumatic Heywood starter was fitted to the engine, and the metal propeller was ground-adjustable. A first aid kit and fire extinguisher was carried, and air and water navigation lights were fitted. “Some of the best information on Vern Gorst, incidentally, comes from the late R.E.G. Davies’ Airlines of the United States Since 1914. Prior to his death in 2011, Mr. Davies served as a longtime curator at the National Air and Space Museum, was the leading expert on the world’s airlines, and was an aerospace historian of the highest caliber. During a visit with Mr. Davies in 1998, I brought him a small jar of a Midwestern delicacy known as ‘apple

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A Six-Cylinder Radial? By Wes Smith The Curtiss R-600 Challenger engine was one of the few six-cylinder radials to be mass-produced. The nominal horsepower rating was 170 hp at 1800 rpm. The low-compression version had a compression ratio of 4.9:1, and the high-compression version had a ratio of 5.25:1. The overall length was 42-5/32 inches, with a diameter of 42.625 inches. The bore was 5.125 inches, and the stroke was 4.875 inches—the total displacement actually being 603 cubic inches. The dry weight without starter was 420 pounds, and the lubrication was supplied by pressure and scavenging pumps. Two Scintilla magnetos supplied the ignition to two B.G. 1XA spark plugs in each cylinder. A two-barrel Stromberg NA-U4J carburetor was used, and accessories included an engine-driven fuel pump, a propeller hub, starter/generator gun synchronizer, and tool kit. The crankshaft was a two-throw balanced affair with two master rods, each fitted with short H-section link rods. Ribbed aluminum alloy pistons were used, and the carburetor barrels were heated with exhaust, a valve being used to regulate the heat flow. Cast aluminum cylinder heads were screwed and shrunk to forged steel cylinder barrels. The rocker boxes were integral with each cylinder head, two silchrome valves being used per cylinder and seated on bronze seats, each valve being operated by conventional pushrods. The crankcase was split on the centerline of the front cylinder row. butter,’ bearing an Ozark Airlines logo. At the time, these were being sold by the Prairie Aviation Museum at Bloomington, Illinois. In his best Eng lish accent, Mr. Davies stated: ‘…Apple butter? I’ve never heard of such a thing!’ To this day, it still gives me a chuckle.” Renald Fortier, the curator of aviation history at the Canada Aviation and Space Museum in Ottawa, has always been “Johnny on the spot” with answers about aircraft that flew north of the U.S. border. He didn’t disappoint this time! Here’s some of what he had to say:

“If I may, Vergne Centennial ‘Vern’ Gorst (18 August 1876–1953) was quite the character. A rather interesting biography can be found at www.AirportJournals.com/Display.cfm?varID=0412029. “While I have no doubt many of your readers will provide you with ample details on the Sea Rover and its der ivative, the Model E-2A Sea Pirate, some of them may not know that five Sea Rovers were put on the Canadian civil aircraft register. All five were bought and registered by H. Tyrer of Toronto, Ontario, in June 1932. “CF-AST (serial no 8 - ex NC474M) was sold to Columbia Development of Atlin, British Columbia (BC), in April 1933. It was withdrawn from use at some point—possibly during the Second World War. CF-AST’s certificate of registration lapsed in September 1945. Its fate is unknown. “CF-ASU (serial number 12 - ex NC467M) was sold to L.W. Staples of Carcross, Yukon, and registered in March 1934. It was damaged beyond repair in June 1936. “CF-ASV (serial number 15 - ex NC470M) was sold to J. MacConnachie of Anyox, BC, and registered in November 1932. Its certificate of registration lapsed in October 1935. CF-ASV was in storage in Alice Arm, British Columbia, as late as 1939. Its fate is unknown. “CF-ASW (serial number 16 - ex NC471M) was also sold to J. MacCon nachie and registered in November 1932. W.K. Sproule of Vancouver, BC, bought it and registered it in April 1934. CF-ASW was damaged beyond repair in May 1937. Its remains were left on site, in Howe Sound, BC. “CF-ASY (serial number 17) was also sold to Columbia Development—and registered—in April 1933. Even though its certificate of registration lapsed in September 1943, it did not suffer the fate of its companions. Indeed, it is currently on display at the British Columbia Aviation Museum in Sidney, BC. CF-ASY was restored using some components from CF-ASW.” Other correct answers were received from Tom Lymburn, Princeton, Minnesota; John Schwamm, Carefree, Arizona; and Jerry Paterson, Kent, Washington.

VINTAGE TRADER

S o m e t h i n g t o b u y, sell, or trade? Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface 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 desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to rejec t any adver tising in conflic t 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@eaa.org) 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 EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.

EMPLOYMENT Established Midwestern company seeking seasoned lA with leadership experience. Candidate must have an extensive b a c k g r o u n d i n h a n d s - o n r e s t o ra t i o n activities, be able to manage large projects and be skilled in business development. Our restoration business is unique and requires extensive experience with vintage and Warbird type aircraft. Send resume and salary requirements to wasiresume@gmail.com

MISCELLANEOUS w w w. a e ro l i s t . o rg , Aviations’ Leading Marketplace. Wood and Fabric A&P Technician—Looking for a specialist with experience in historic Wood and Fabric airplanes for restoration and maintenance of existing airplanes at major museum (www.MilitaryAviationMuseum. org) in the resort city of Virginia Beach. Must have experience in building replica airworthy World War One aircraft. For information call (757) 490-3157 or email to EPY1@aol.com Plans for building a Luton Minor. Contact: K. Bodenstein (252)646-5963 Early 1940-50 sectional WAC charts. Excell. cond. shows airways beacons great for den hangar walls. $10 ea Rich Waldren 503-538-7575

SERVICES Always Flying Aircraft Restoration, LLC: Annual Inspections, Airframe recovering, fabric repairs and complete restorations. Wayne A. Forshey A&P & I.A. 740-472-1481 Ohio and bordering states.

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WELCOME, NEW EAA VINTAGE ASSOCIATION MEMBERS Barry Ackerman . . . . . . . . . . . . . . . . Coshocton, Ohio Morgan Araldi . . . . . . . . . . . . Fort Lauderdale, Florida Christopher Atwell . . . . . . . . . . . .Windermere, Florida Ronald Baker . . . . . . . . . . . . . . . . . Albany, New York James Baker II . . . . . . . . . . . . . . . Hallettsville, Texas Dolly Bambas . . . . . . . . . . . . . . . . Spring Hill, Florida Martin Baum . . . . . . . . . . . . . . . . . . . . . Tyler, Texas Richard Bender . . . . . . . . . . . . .Williamsburg, Virginia Wayne Bissett . . . . . . . . . . . . . . . . . . Midland, Texas Lee Borchers . . . . . . . . . . . . . . Independence, Oregon Blair Bouchier . . . . . . . . . . . . . . . . .Taos, New Mexico Andrew Bowman . . . . . . . . Harbor Springs, Michigan Kevin Boyette . . . . . . . . . . . . . . . . . . . . Jasper, Texas Bruce Brown . . . . . . . . . . . . . Birmingham, Alabama Larry Buhl . . . . . . . . . . . . . Harbor Springs, Michigan Warren Caldwell . . . . . . . . . Oklahoma City, Oklahoma Diana Carlson . . . . . . . . . . . . . . . . . . Dundee, Florida Micheal Carter . . . . . . . . . . . . . . . . . Marengo, Illinois Cameron Carter . . . . . . . . . . . . . . . Wapakoneta, Ohio William Cavanaugh . . . . . . . . . . Coral Springs, Florida Ted Cekinovich . . . . . . . . . . . . . . Park Hill, Oklahoma Craig Christilaw . . . . . . . . . . . Grand Haven, Michigan Leonard Cobb . . . . . . . . . . .Cottonwood Heights, Utah Lloyd Como. . . Williams Lake, British Columbia, Canada Steve Cukierski . . . . . . . . . . . . . . .Neenah, Wisconsin Carl Daniel Jr. . . . . . . . . . . . . . . . . . . . .El Paso, Texas Francis Davey . . . . . . . . . . . . . . . Norwood, New York Ben Davidson . . . . . . . . . . . . . . . .Hood River, Oregon Curt Debaun . . . . . . . . . . . . . . . .Terre Haute, Indiana Raymond Debs . . . . . . . . . . . Gig Harbor, Washington James Deininger . . . . . . . . . . . . . . . Gibsonburg, Ohio Peter Deloof . . . . . . . . . . . . . . . Manchester, Michigan Ian Dewhirst. . . . . . . . . . . . . Ottawa, Ontario, Canada Debbie Dreher. . . . . . . . . . . . . . Westfield, New Jersey Amy Dumais . . . . . . . . . . . . . . . . . . .Orlando, Florida Kenneth Eckel . . . . . . . . . . . . . .Hernando, Mississippi Wallace Edwards . . . . . . . . . . . . . . . Willard, Missouri Robert Epting . . . . . . . . . . Chapel Hill, North Carolina Ross Ernest . . . . . . . . . . . . . . . . . . . . Cincinnati, Ohio Matt Essmann . . . . . . . . . . . . . Brownsville, Wisconsin Thomas Ferraro . . . . . . . . . . . . . . . . .McKinney, Texas James Finley . . . . . . . . . . . . . . . Destrehan, Louisiana Duane Fischer . . . . . . . . . . . . . . . . . Lebanon, Illinois Dave Fisher. . . . . . . . . . . . . . . . . . . Edina, Minnesota Bill French . . . . . . . . . . . . . . . . Chesterfield, Missouri Richard Friedman . . . . . . . . . . . . . . . Wichita, Kansas Jack Frost . . . . . . . . . . . . . . . . . . Goodrich, Michigan Scott Furstenberg. . . . . . . . . . . . . . .Omaha, Nebraska Andrew George . . . . . . . . . . . . . . . . . Groveport, Ohio William Glave . . . . . . . . . . . . . . . . .Hartfield, Virginia Kent Gorton . . . . . . . . . . . . . . . Locust Grove, Georgia Michael Grant . . . . . . . . . . . . . . . Greenfield, Indiana Stephen Green . . . . . . . . Steamboat Springs, Colorado Gary Grubb . . . . . . . . . . . . . . . . . . . . Lantana, Texas Nathan Gump. . . . . . . . . . . . . . . .Neenah, Wisconsin David Gustafson . . . . . . . . . . . . . . Naperville, Illinois James Haley . . . . . . . . . . .Philadelphia, Pennsylvania Aaron Halpin . . . . . . . . . . . . Eden Prairie, Minnesota Andrew Hamilton . . . . . . . Brantford, Ontario, Canada Tom Hammer . . . . . . . . . . . . . . St. Cloud, Minnesota Robert Hansen . . . . . . . . . . . . . .Mooresville, Indiana James Hill . . . . . . . . . . . . . . . . . Grand Saline, Texas Charles Hill . . . . . . . . . . . . . . . . Russellville, Arkansas Gene Hogan . . . . . . Gibsons, British Columbia, Canada Michael Howard . . . . . . . . . . . . Slaughters, Kentucky Byron Hubbard . . . . . . . . . . . . . . . .Midlothian, Texas

Michael Hughes . . . . . . . . . . Calmar, Alberta, Canada Hugh Hunton . . . . . . . . . . . . . . . . . Mansfield, Texas Chris Imrie . . . . . . . . . . . . . Toronto, Ontario, Canada Wallace Ingraham . . . . . . . . . .Fond du Lac, Wisconsin Kim Loanidis . . . . . . . . . . . . . . . Carmichael, California Lawrence Jenkins . . . . . . . . . . .Hernando, Mississippi Robert Johnson. . . . . . . . . . . . . . .Keystone, Colorado Robert Johnson. . . . . . . . . . .Rochester Hills, Michigan Royce Johnson . . . . . . . . . . . . . . . . Clinton, Arkansas Samuel Johnston . . . . . . . . . . . .Spring Grove, Illinois Craig Kehrer . . . . . . . . . . . . . . . Morris, Pennsylvania James Keller . . . . . . . . . . . . . . . . . . . . . Canton, Ohio Jeffrey Keyt . . . . . . . . . . . New Providence, New Jersey William Kientz . . . . . . . . . . . . . Chesterfield, Missouri Tim Kroeze . . . . . . . . . . . . . . . . . .Cedar Rapids, Iowa Michael Langston . . . . . . . . .Sherman Oaks, California Raymond Latham . . . . . . . . . . . . . Counce, Tennessee Ted Leach . . . . . . . . . . . . . . . . . . . Springfield, Illinois James Leifheit . . . . . . . . . . . . . . . . . Big Rock, Illinois Wayne Lemkelde . . . . . . . . . . . . . . . . . Crowley, Texas Michael Leone . . . . . . . . . . . . .Collinsville, Oklahoma David Lewis . . . . . . . . . . . . . . . Alexandria, Louisiana Sam Lipscomb . . . . . . . . . . . . Commerce City, Colorado Brian Locascio . . . . . . . . . . . . . . . Orland Park, Illinois Valentina Lopez-Firewalks . . . . . . . . Pueblo, Colorado Troy Macvey . . . . . . . . . . . . . . . . . . . .Milan, Indiana Abbey Manalli . . . . . . . . . . . . Milwaukee, Wisconsin Glen Marshall . . . . . . . . . . . . . . . . Capitola, California Mark McCasland . . . . . . . . . . . . . Kansas City, Missouri Roger Meggers . . . . . . . . . . . . . . . . . Baker, Montana Danny Metz . . . . . . . . . . . . . . . . . Brighton, Colorado Jake Minesinger . . . . . . . . . . . . . . . . . . . . Troy, Ohio Kim Moody. . . . . . . . . . . . . . . .Interlochen, Michigan Charles Mott . . . . . . . . . . . . . . . .Chesapeake, Virginia Drew Myers . . . . . . . . . . . . . . . . . .Lexington, Illinois John Nazarenko . . . . . . . . . . . Leduc, Alberta, Canada Ryan Newell . . . . . . . . . . . . . . . . . . . Massillon, Ohio Michael Nolan . . . . . . . . . . . . Chevy Chase, Maryland Russell Olson . . . . . . . . . . . . . . . . . . . . Garner, Iowa Stephen Otis . . . . . . . . . . . . . . . McAlester, Oklahoma Steve Palauskas . . . . . . . . . . East Windsor, Connecticut Lori Palauskas . . . . . . . . . . . East Windsor, Connecticut David Patterson. . . . Saskatoon, Saskatchewan, Canada Dale Phillips . . . . . . . . . . . . Westfield, North Carolina Gary Piper . . . . . . . . . . . . Hendersonville, Tennessee Joyce Pipkin . . . . . . . . . . . . Columbia, South Carolina Michael Quinn . . . . . . . . . . Matthews, North Carolina Sarah Ratley . . . . . . . . . . . . . . . . . . Leawood, Kansas Jeff Rayden . . . . . . . . . . . . . . . . . . Encino, California Robert Redman. . . . . . . . . . . . . . . . . . Troy, Michigan Patricia Reilly . . . . . . . . . . . Nepean, Ontario, Canada Herb Reiskin . . . . . . . . . . . . . . . . .Hollywood, Florida Rusty Richards . . . . . . . . . . . . . . .Columbus, Indiana Michael Rigg . . . . . . . . . . . . . . . . .Riverside, Alabama Emil Roman . . . . . . . . . . . . . Moses Lake, Washington Thomas Ruhlmann . . . . . . . . . . Cedarburg, Wisconsin Russell Sanford . . . . . . . . . . . . . . . . . Brooks, Georgia Robert Schmidle . . . . . . . . . . . . . . . Washington, D.C. Paul Schneider . . . . . . . . . . . . . . . . . Tucson, Arizona Richard Seaman . . . . . . . . . . . . . Little Rock, Arkansas Bob Snell . . . . . . . . . . . . . . . . . . Friendswood, Texas Kevin Snodgrass . . . . . . . . . . . . . . . .Chillicothe, Ohio Debra Snyder . . . . . . . . . . . . . . . . . . Carmel, Indiana Jay Sparks . . . . . . . . . . . . . . Lewisburg, West Virginia Jack Stanton . . . . . . . . . . . . . . . . . . . Pottsboro, Texas Dustin Stephenson . . . . . . . . . . . .Kingsville, Missouri

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STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by 39 U.S.C. 3685). Stephanie Stephenson . . . . . .Kingsville, Missouri Frank Swinehart . . . . . McElhattan, Pennsylvania Meredith Tcherniavsky . . . . . Rockville, Maryland Aaron Tobias. . . . . . . . . . . . . Clearwater, Kansas David Walen . . . . . . . . . . . . .Hill City, Minnesota James Wall . . . . . . . . . . . . . Carbondale, Illinois Steven Ware . . . . . . . . . . . . . . Lonoke, Arkansas Phyllis Warner . . . . . . . . . . Fort Wayne, Indiana Charles Webb . . . . . . . . . . . . . Fort Worth, Texas Patrick Webb . . . . . . . . Spring Valley, Minnesota James Weckman . . . . . . . Hutchinson, Minnesota Nate Weinsaft . . . . . . . . Waltham, Massachusetts Elliot Weiss . . . . . . . . . . . . . . . . . . Fresno, Texas Ken Whittemore . . . . . . . Fredericksburg, Virginia Bruce Willan . Pymble, New South Wales, Australia Bob Williams . . . . . . . . Navan, Ontario, Canada Stephen Williams . . . . . . . . Georgetown, Maine Michael Williams . . . . . . . . . . . . Atlanta, Georgia Mike Wilson . . . . . . . . . . . . Everett, Washington Keith Wilson . . . . . . . . . . Los Lunas, New Mexico Mark Woodard . . . . . . Hookstown, Pennsylvania Ingrid Zimmer . . . . . . . . . . . Jefferson, Maryland James Zuelsdorf . . . . . . . . . Mayville, Wisconsin

New VAA Lifetime Members Hobart Bates . . . . . . . . . . . . . . Dexter, Michigan George Carney . . . . . . . . . . . . . . . . Lisle, Illinois Daniel Cullman . . . . . . . . . . . Kent, Washington Tim Fox. . . . . . . . . . . . . . . .Fort Wayne, Indiana JoAnne Fox . . . . . . . . . . . . .Fort Wayne, Indiana Pickens Freeman . . . . Lake Wylie, South Carolina Shane Grass. . . . . . . . . . . . . Monterey, California Donis Hamilton . . . . . . . . . .Paragould, Arkansas Larry Harmacinski . . . . Cornelius, North Carolina Eric Hertz . . . . . Parnell, Auckland, New Zealand Jeffrey Muhlenkort. . . . . Beresford, South Dakota Richard Parsons . . . . . . . . . .Big Pine Key, Florida Kevin Pullum. . . . . . . . . . . . . . Goddard, Kansas War Reese . . . . . . . . . . . Waynesboro, Tennessee Paul Roth . . . . . . . . . . . . . .Fort Wayne, Indiana Robert Siegfried . . . . . . . .Downers Grove, Illinois

1. Title of Publication: Vintage Airplane 2. Publication No.:062-750. 3. Filing Date: 9/25/12. 4. Issue Frequency: Monthly. 5. No. of Issues Published Annually: 12. 6. Annual Subscription Price: $36.00 in U.S. 7. Known Office of Publication: EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Contact Person: Kathleen Witman, Telephone: 920-426-6156. 8. Headquarters or General Business Office of the Publisher: Same as above. 9. Publisher: Rod Hightower. EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Editor: Jim Busha, c/o EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Managing Editor: None. 10. Owner: Experimental Aircraft Association, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 549033806. 11. Known bondholders, mortgagees, and other security holders owning or holding 1 percent or more of total amounts of bonds, mortgages or other securities: None. 12. Tax Status: Has Not Changed During Preceding 12 Months. 13. Publication Title: Vintage Airplane. 14. Issue date for circulation data below: September 2012. 15. Extent and Nature of Circulation (Average No. Copies Each Issue During Preceding 12 Months/ No. Copies of Single Issue Published Nearest to Filing Date): a. Total No. of Copies Printed (6,851/6,460) b. Paid Circulation (By Mail and Outside the Mail): 1. Mailed Outside-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertiser’s proof copies, and exchange copies) (5,830/5,693). 2. Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertiser’s proof copies, and exchange copies) (0/0). 3. Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers, Street Vendors, Counter Sales, and Other Paid Distribution Outside USPS (341/328). 4. Paid Distribution by Other Classes of Mail Through the USPS (e.g., First-Class Mail) (60/60). c. Total Paid Distribution (Sum of 15b (1), (2), (3), and (4)) (6,231/6,081). d. Free or Nominal Rate Distribution (By Mail and Outside the Mail): 1. Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (0/0). 2. Free or Nominal Rate InCounty Copies Included on PS Form 3541 (0/0). 3. Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (e.g. First-Class Mail) (17/5). 4. Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (401/173). e. Total Free or Nominal Rate Distribution (Sum of 15d (1), (2), (3), and (4) (418/178). f. Total Distribution (Sum of 15c and 15e) (6,649/6,259). g. Copies not Distributed (See Instructions to Publishers #4 (page #3))(202/201). h. Total (Sum of 15f and g) (6,851/6,460). i. Percent Paid (15c divided by 15f times 100) (93.90%/97.16%). 16. Publication of Statement Ownership: Publication required. Will be printed in the October 2012 issue of this publication. 17. I certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/or civil sanctions (including civil penalties). Theresa Books, Executive Administrator, 9/25/12. PS Form 3526, August 2012

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VINTAGE AIRCRAFT ASSOCIATION OFFICERS

Enjoy the many benefits of the EAA Vintage Aircraft Association

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Robert C. Brauer 9345 S. Hoyne Chicago, IL 60643 773-779-2105 photopilot@aol.com

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VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 549023-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is $42 per year for EAA members and $52 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54902 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. CPC #40612608. FOREIGN AND APO ADDRESSES— Please allow at least two months for delivery of VINTAGE AIRPLANE to 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 POLICY: 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. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

40 OCTOBER 2012

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Va vol 40 no 10 oct 2012  

http://members.eaavintage.org/wp-content/uploads/2014/04/VA-Vol-40-No-10-Oct-2012.pdf

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