VA-Vol-32-No-9-Sept-2004

VOL. 32, NO. 9

2

VAA NEWS

4

AIRVENTURE 2004 VAA AWARDS

6

SPORT PILOT RULE ISSUED

NEW RULE EFFECTIVE SEPTEMBER 1, 2004

9

SEPTEMBER 2004

A CARDINAL RETURNS HOME

Don Parsons 14 THE ALASKA ERCOUPE SQUADRON WHY USE A HELICOPTER WHEN AN ERCOUPE WILL DO THE JOB? [rven F. Palmer 16 THE GREAT VINTAGE FLYING WEEKEND THE UNITED KINGDOM'S MOST POPULAR VINTAGE AIRPLANE GATHERING

Nigel Hitchman 18 REMINISCING WITH BIG NICK REPRINTED FROM VINTAGE AIRPLANE MAY 1974

Nick Rezich 24 THE VINTAGE INSTRUCTOR MORE HAZARDOUS ATTITUDES

Doug Stewart 26 MYSTERY PLANE

H.G. Frautschy 27 PASS IT TO BUCK ALL TORQUED UP!

Buck Hilbert 31 CLASSIFIED ADS

Publisher Editor路in-Chief Executive Editor News Editor Photography Staff Production Manager Advertising Sales Advertising/ Editorial Assistant Copy Editing

TOM POBEREZNY scon SPANGLER MIKE DIFRISCO RIC REYNOLDS JIM KOEPNICK JULIE RUSSO LOY HICKMAN 913-268路6646 ISABELLE WISKE COLLEEN WALSH KATHLEEN WITMAN

VINTAGE AIRPLANE Executive Director, Editor VAA Administrative Assistant Contributing Editors

HENRY G. FRAUTSCHY THERESA BOOKS BUDD DAVISSON DOUG STEWART JOHN MILLER

Front Cover: John Cournoyer's St. Louis Cardinal C2-110 photographed by Don Parsons.

Back Cover: Watercolor painting portrays the excitement of the National Ai r Races in Cleveland . "Thompson Trophy 1931"

by Cliff Amrhein, 2850 Ridge Rd. , Harrison, MI 48625

STRAIGHT Be LEVEL GEOFF ROBISON PRESIDENT, VINTAGE ASSOCIATION

Continuing the tradition of excellence here does one start with intro­ ducing himself to a select and dedicated bunch of vintage air­ craft enthusiasts? The first order of business should probably be to let every­ one know in no uncertain terms that I am excited, as well as honored, to be serving as your new president of the Vintage Aircraft Association. The groundswell of support and encourage­ ment from the membership, my fellow VAA board members, and the officers and staff of the VAA is an extremely gratifying feeling.

Your VAA board members and offi­ cers are a unique and dedicated group of volunteer individuals who work hard at getting the VANs work done for you. Of course, this work is not related solely to each year's EAA AirVenture event. Their extensive year-round activities include supporting and growing the member­ ship, promoting vintage and grass-roots aviation activities, and providing sup­ port to the vin tage aircraft restorer.

I have been truly blessed to be inher­ iting the reins of a strong and financially healthy organization, and I hope you will join me in thanking my fellow offi­ cers and directors and the staff of the VAA for their participation and dedica­ tion that makes this possible. It should also be said here that without our loyal and dedicated members this would not be the strong and respected association that exists today. Did you know that we consistently have membership retention rates that average between 80 percent and 87 percent? That's a remarkable number, one that similarly sized organi­ zations would be thrilled to have. We all sincerely appreciate you, the member, for your support. I pledge to you that I will do my level best to serve you in a manner that maintains and exceeds your wildest expectations of what our great association should always be.

A special thanks goes out to our im­ mediate past preSident, Butch Joyce .

This true-blooded southern gentleman has not only been a close personal friend to me over the years, but he is by

W

far one of the strongest advocates of the vintage cause I have ever met. He is the genuine product, and I cannot begin to describe to you how important it is to me to have Butch continue on as a di­ rector of this association. Many thanks for all 16 years of loyal service, wise stewardship, and your steadfast leader­ ship of the Vintage Aircraft Association .

Butch, I hope this transition will now provide you the time necessary to finish your Luscombe!

For those of you I've not had the pleasure to meet, I'd like to fill you in a bit on my background. Primarily, I am a normal person with the well-known af­ fliction commonly referred to as "airplane nut." I have been high on avi­ ation ever since my Uncle Gary convinced me to go to ground school with him in 1983. Although I have owned a fair number of aircraft over these 20 plus years, I have always had a weakness for older flying machines of the taildragger configuration. I am par­ ticularly proud of my current faithful steeds, a 1946 Cessna 120 (an unbridled joy to fly with zero level of complexity), and my traveling machine, which is a newly restored 1950 Cessna 170A. Also in the hangar are the beginnings of a restoration of a 1940 B Model Funk air­ plane. As some of you know, my primary career path has been in law en­ forcement. That career path began in the early ' 70s as a military policeman, then as a civilian police officer, and fi­ nally as police chief for 12 years, with the culmination of my career as a traffic court judge. As some may understand, aviation proved to be my sanctuary for sanity. Fortunately for me, this is not the first association I have had the priv­ ilege to serve as president.

I first cut my teeth on the preSidency of the Michigan-Indiana-Ohio Law En­ forcement Association in 1996, and the Indiana Association of Chiefs of Police in 1997 and 1998. I also had the pleas­ ure of serving the International Association of Chiefs of Police in the ca­ pacity of sergeant at arms from 1995

through 1997 . I hav e served on the Board of Directors of the Vintage Air­ craft Association since 1988, first as an advisor to the board and then as a full board member. I also currently serve as the treasurer of VAA Chapter 37, in Fort Wayne, Indiana. The relationships and experiences I have enjoyed during this period have been many and are im­ mensely valued. My involvement with EAA and the Vintage organization has provided me unbridled opportunity to experience aviation at its finest.

What do I see as our current chal­ lenges as an association? I believe they are varied, as well as basic. We as an or­ ganization need to continue to support the EAA in all its efforts to protect our precious right to operate our aircraft in progressively complex airspace . If you have recently operated an aircraft inside the ADIZ in the Washington, D.C., area, you know what I refer to. My heart goes out to all aviators who base an aircraft in that region . We need to continue our support of the fight to turn back unnec­ essary and heavy-handed regulations that are certain to continue to pop up on our radar screens. The latest example of this is the proposed modifications to the Air Tour Operators rules. This effort

by EAA and our own VAA staff and oth­ ers is an excellent example of how a united front being executed inside the beltway in Washington , D.C., can be successful in turning back or modifying these ominous proposed rul es that are oftentimes poorly researched and clearly lack justification.

I would also ask the membership to stay focused on the need to continue to grow our membership. Your dues are the lifeblood of our organization. Al­ though it has been asked many times in the past , I will ask again that you think of a friend or acquaintance that would enjoy our publication, and would benefit by becoming a member and receiving access to the many bene­ fits of our organization. Butch has always said it extremely well : "Join us and have it all." .......

VINTAGE AIRPLANE

YAA

EWS

Sport Pilot-9/1104!

The sport pilot and light-sport aircraft regulations went into ef­ fect on September 1. To learn more about this exciting devel­ opment spearheaded by EAA, read the article starting on page 6. For even more on the new reg­ ulations, visit EANs sport pilot website at www.sportpilot.org.

Friends of the Red Barn Our thanks to the following VAA members who contributed to the VANs Friends of the Red Barn Campaign 2004 : Gold Leve l Sally E. Ryan, Mounds View, Minnesota Swift Museum Foundation Inc., Athens, Tennessee Bronze Level Gerald M. Smith, Cropseyville, New York

Election Results As ratified during the annual meeting of the membership of the Vintage Aircraft Association on Sunday, August I, the follow­ ing people were elected to the following volunteer positions: President: Geoff Robison Secretary: Steve Nesse Directors: Steve Bender, John Berndt, David Clark, Jeannie L. Hill, Espie M. Joyce Jr., Robert Lumley, Steven Krog, and Dean Richardson Also voted on and approved was the appointment of past VAA Director and Secretary Ronald Fritz of Kent City, Michigan, to the honor position of Director Emeritus.

Congratulations to all!

VAA Shopping Did you miss picking up some­ thing special at the VAA Red Barn Store? It happens-in the hustle and bustle of the EAA conven­ tion, it's easy to forget to go back and buy that perfect hat or fun 2

SEPTEMBER 2004

HARRISON FORD LEADS

YOUNG EAGLES FUNDRAISER

Young Eagles' new chairman, Harrison Ford, was introduced to a welcoming throng of more than 700 attendees at the an­ nual EAA Gathering of Eagles at the EAA AirVenture Museum .

"I'm humbled, and I'm proud, and I'm eager to do what I can along with you," said Ford, who's flown more than 200 Young Eagles.

The gala fundraising event and dinner raised more than $400,000 for Young Eagles, its next-step activities, such as the Wings Aviation Merit Badges Gen. Chuck Yeager and Harrison Ford and expanded website, and other EAA youth programs. "If you can dream it, you can do it-that's what Young Eagles are all about," said EAA President Tom Poberezny.

He thanked Ford, Jaguar, ConocoPh ilIips, Sporty's Pilot Shop, Gleim Publications, King Schools, and Oregon Aero for their support.

Also on hand were the two previous Young Eagles chairmen, Cliff Robertson (1992-1994) and Brig. Gen. Chuck Yeager (1994-2003) . "I feel like I'm coming home," said Robertson, calling the Young Eagles "a great cause."

Yeager recalled thinking "I've got a big pair of shoes to fill" when he succeeded Robertson as You ng Eagles chairman, and recounted how much he enjoyed taking youngsters aloft in a variety of aircraft. In wel­ coming Harrison Ford as his successor, Yeager said, "He is the kind of individual who can lead us into the future."

Ford, noting that this was his first visit to EAA AirVenture Oshkosh, called it an awesome experience and his new role an extraordinary op­ portunity. "People have been coming up to me thanking me for taking on the Young Eagles [chairmanship]," Ford said. "But I should be thank­ ing them. It's a great honor to follow in the footsteps of Cliff Robertson and General Yeager."

Poberezny bestowed a posthumous award on the late Samuel C. Johnson, who unhesitatingly donated $1 million to jump-start the Young Eagles program. airplane shirt. If there was some­ thing you missed on your list, feel free to give VANs administra­ tive assistant, Theresa Books a call and ask her if we still have it in stock. You can reach Theresa at 920/426-6110. If we still have it, she can link you up with EAA Membership Services and have it shipped direct to your home .

Look for the revised VAA Mer-

chandise area on the VAA website early this fall.

LSA Lists Abound on Sport Pilot Website Now that the sport pilot/light­ sport aircraft is a reality, there 's been quite a clamor from enthu­ siasts asking , "What aircraft qualify?" Look no further than the EAA sport pilot website at

www.sportpilot.org, where there are comprehensive lists for both standard category aircraft and a combined homebuilt/LSA and ul­ tralight types.

Just go to the website, mouse over the Light-Sport Aircraft menu and click on the submenus Likely Candidates for LSA and Standard Category Aircraft. There you'll find up-to-date informa­ tion on what is available, from both the U.S. and international manufacturers.

EAA Member Village a Hit EAAers enjoyed the new EAA Member Village, which debuted at this year's AirVenture. The "vil­ lage" occupied three corners at the intersection of Knapp and AeroShell Square-West and in­ cluded the EAA Membership

Center, the EAA Sport Pilot Center, and a large EAA merchandise tent.

"We wanted to provide a destina­ tion for current and new EAA members," said Director of Mem­ bership Marketing Katrina Bradshaw. "The village was their place to meet other members, be­ come more familiar with their benefits, have some fun on the Wright Flyer simulator or in the In­ ternet Cafe, ask a question, or just relax. We were pleasantly over­ whelmed at the number of members who visited all three tents."

Throughout the week the Sport Pilot Center was a hotbed of ac­ tivity as enquiring and would-be aviators sought EAA and FAA ex­ pertise on the new rule. The EAA Membership Center allowed EAAers a comfortable place to find out more about member

benefits, rejoin or join the associ­ ation, or simply take a break.

SpeCial events following the daily air shows were also popular, fea ­ turing informal gatherings with notable guests like Burt Rutan and Mike Melvill, the Poberezny family, and air show performers.

"We're already planning on how to make the 2005 member village do more of the same for EAA members," Bradshaw added.

Texas Hospitality, EAA Style EAA Chapter 471 is holding its second Big Country Airfest in Abi­ lene, Texas, on September 25. A fly-in of Texas size proportions, it includes civilian and military fly­ bys, Young Eagles rally, air show, exhibit area, cookout, and live music. For complete details, visit www.bigcountryairfest.org. ...

Another Safe, Successful EAA AirVenture Oshkosh

AA's 52nd annual fly-in convention-EAA AirVenture Oshkosh-brought together all facets of aviation for the annual weeklong celebration of flight. "Everyone associated with this year's EAA AirVenture, be it members, visitors, exhibitors, or sponsors, was very pleased with the enthusiasm and activity throughout the grounds," said EAA President Poberezny. "Vendors reported brisk sales and and visitor surveys show their experiences overwhelmingly positive. EAA again brought I'Vj~'-""'-' the world of flight for a celebration that is LUlIIIlIOIL\..''':::U anywhere else in the world for its size and

E

EAA AirVenture's activities attracted more than 10,000 airplanes (including nearly 2,500 showplanes); more than 30,000 campers; 1,429 registered interna­ tional aviation enthusiasts from 61 nations; and 4,000 dedicated volunteers making it all work. "As compared to other years, a lot of it is the same because that is the success of Oshkosh," Poberezny said. liThe forums, the workshops, the flightline-we're not going to change that formula; that's the essence of why people come. The highlights will change, the featured guests may change, some of the unique airplanes will change, but the core activities are the same year in and year out, and that's what builds off this success."

VINTAGE AIRPLANE

3

/I~g!?t OSHKq7sH

az

vAA Awards

Antique (Pre-9/1/45)

RUNNER-UP Larry Boehme , Waco UPF-7 - N180LN Monona , Wisconsin OUTSTANDING Paul Conn, Fairchild 24 - NC77618 Tucson, Arizona

ANTIOUE RESERVE GRAND CHAMPION - SILVER LINDY (Tie) Joseph Ferraro, Navy N2S3 - N69389 Carmel, Indiana

TRANSPORT CATEGORY

A rIOUE RESERVE GRAND CHAMPION - SILVER LINDY (Tie) Craig Bair, Piper J3 Cub - N37946 York, Nebraska

OUTSTANDI G John O'Keefe, Lockheed 12A - N25628 Twisp, Washington

SILVER AGE (1928- 1936)

WORLD WAR II TRAINERlLIAISON AlRCRAFf

CHAMPION John McNamara, Spartan C3-225 - N718N Marine , Illinois

CHAMPION Richard Packer, Boeing Stearman A75Nl(PT17) - N9856F Radnor, Ohio

RUNNER-UP Max Davis, Stinson SR-6A - N15127 Waconia, Minnesota

ANTIQUE CUSTOM-BUILT

BRONZE AGE (1937-1941) CHAMPION James Thrush, Taylorcraft BC65 - NC29606 Burlington, West Virginia RUNNER-UP David Stark, Stinson SR-9 F - N18425 Abilene, Texas OUTSTANDING OPEN-COCKPIT BIPLANE Frank Iacovelli, Boeing Stearman A75Nl (PT17) - N725FR Arlington Heights, Illinois OUTSTANDING CLOSED-COCKPIT BIPLANE Ronald Tarrson, Waco ARE - N20953 Chicago, Illinois OUTSTANDING CLOSED-COCKPIT MONOPLANE Jim Younkin, Howard DGA-ll - NC18207 Springdale, Arkansas

OUTSTANDING REPLICA Alan Reber, De Havilland Tiger Moth - N17489 Indianapolis, Indiana

Classic (9/1/45-1955) GRAND CHAMPION - GOLD LIND Y Boyd Walsh , Stinson 108-2 - N949D Arrington, Virginia RESERVE GRA D CHAMPION - SILVER LINDY Jay McClure , Cessna 195 - N195AB Atlanta , Georgia CLASS I (0-80 HP) - BRONZE LINDlF William Schadler, Aeronca llAC Chief - N3729E Frederic ksburg, Pennsylvania CLASS" (81-1 50 HP) Daniel Wood, Cessna 170 - N4252V Thompsons Station, Tennessee

WORLD WAR II ERA (1942-1945)

CLASS IV (236 HP & HIGHER) Gary Snider, Cessna 195B - N4448C West Des Moines , Iowa

CHAMPION Richard Packer, Boeing Stearman A75Nl(PT17) - N9856G Radnor, Ohio

CUSTOM CLASS A (0-80 HP) Stephen McGuire, Mooney M18C - N85PM Ponca City, Oklahoma

RUNNE R-UP Thomas Morris, Fairchild PT 26 - N58749 Vallejo , California

CUSTOM CLASS B (81-1 50 HP) Gilbert Pierce , Piper PA-16 - N5834H Germantown , Tennessee

OUTSTANDING CLOSED-COCKPIT BIPLANE Stephen Craig, Beechcraft G17-S Staggerwing - N80321 Lawrence, Kansas

CUSTOM CLASS C (151-235 HP) Charles Nelson , Globe GC-1B Swift- N80637 Athens, Tennessee

OUTSTANDING CLOSED-COCKPIT MONOPLANE W.D. Reddin, Howard DGA-15P - N67465 Placerville, California

CUSTOM CLASS D (236 HP & HIGHER) Richard Mashke , C-50 - N280B Chicago, Illinois

CUSTOMIZED AIRCRAFf

BEST CUSTOM

CHAM PION Mark McCasland, Waco UBF-2 - N11274 Kansas City, Missouri

RUNNER-UP Kent Blankenburg, Luscombe ll-ASedan - N1666B Groveland, California

4

SEPTEMBER 2004

BEST CUSTOM CLASSIC James Kirby, Cessna 170B - N3442C Mullica Hill , New Jersey

CLASS III SINGLE ENGINE (231 HP & HIGHER) Terry Toole, 1966 Beech C33A - N72CW Shawnee, Oklahoma

BEST CONTINUOUSLY MAINTAJNED Michael Mattes, Cessna 140 - N1752V Churubusco, Indiana

CUSTOMIZED SINGLEIMULTI-ENGINE Albert Powers , 1964 Piper PA-30 - N88AP Seattle, Washington OUTSTA DING CUSTOMIZED Douglas H. Hawkins, 1966 Cessna 310K - N6962l Denver, Colorado

OUTSTA DING BEECHCRAFf Jeffrey Deaton , Beechcraft E35 - N3214C Morehead City, North Carolina OUTSTANDING CESSNA 120/140 Joseph Roux, Cessna 140A - N5398C Urbana, Ohio OUTSTANDING CESSNA 170/180 Gary Vetterli, Cessna 170B - N8169A Monroe, Wisconsin OUTSTANDING CESSNA 190/195 Mike Barron, Cessna 195 - N3040B Perry, Missour OUTSTANDING ERCOUPE Dale Buttermore , 415-CD - N127G Grand Rapids, Michigan OUTSTANDING LUSCOMBE Donald Warner, 8F - N2313K Gilbert, Arizona OUTSTANDING NAVION Donald Broomfield , Navion - N4169K Elgin, Illinois OUTSTA DI G PIPER J-3 Scott Schaefer, J3C65 - NC92210 Burnsville , Minnesota OUTSTA DI NG PIPER, OTHER Tom Wyrick , PA-16 - N5340H Rochelle, Illinois OUTSTA DING STINSON Steven Smith, 108-1 - N9068K Orting, Washington OUTSTANDING SWIFT Tom Gul izia. Temco - N2708W Omaha , Nebraska OUTSTANDING TAYLORCRAFT Jose Quintanilla, BC-12D - NX-BANC Monterrey, Mexico OUTSTANDI NG LIMITED PRODUCTION Jerry Petro , Em igh Trojan - N8351H Will iamsburg, Virginia

CONTEMPORARY (1956-1967) GRA D CHAMPION - GOLD LINDY John Wood, 1960 Beech G18S - N9918R Winter Haven, Flori da RESERVE GRAND CHAMPION - SILVER LINDY Steven Oxman, 1959 Beech BE35 - N12711 Riva , Maryland

OUTSTANDING BEECH SINGLE ENGINE Allen Boyce , 1959 Beech K35 - N637Q Coronado , California OUTSTANDING CESSNA 150 Clinton Ray, 1966 Cessna 150F - N8589G Brighton , Michigan OUTSTANDING CESSNA 170/172/175 Gary Johnson, 1959 Cessna 172 - N7080T Independence, Kansas OUTSTANDING CESSNA 180/182/206/210 Robert Fry, 1966 Cessna 206 - N4871F Poplar Grove , Illinois OUTSTANDI G PIPER PA-18 SUPER CUB Mark and Scot Warren, 1963 Piper PA-18-150 - N4050Z Shady Shores, Texas OUTSTANDI G MOONEY John Gay, 1966 Mooney M20C - N3238A Wadsworth , Ohio OUTSTANDING PIPER PA-28 CHEROKEE William Stengl , 1967 Piper PA-28-140 - N4128J Minocqua, Wisconsin OUTSTANDING PIPER PA-23 APAC HE-AZTEC Kenneth Miles, 1962 Piper PA-23-235 - N4920P Marengo, Illinois OUTSTANDING LIMITED PRODUCTION Ben Morphew, 1964 Meyers 200-C - N765P McKinney, Texas BEST CONTINUOUSLY MAINTAINED Patrick Halligan , 1956 Cessna 172 - N7252A Eagan, Minnesota MOST UN IOUE Marc Stamsta, 1960 F.8l Falco - N212SF Hartland, Wisconsin

VINTAGE SEAPLAl~ES GRAND CHAM PION - GOLD LINDY Chris Price, Heath Parasol - N9549 Brodhead , Wisconsin

BRONZE LINDY Jon Gottschalk, Piper PA-14 - N7089W Phillips, Wisconsin

OUTSTAN DI NG AMPHIBIAN Bill Bardin , Republic Seabee - N6386K Brockport, New York

CLASS I SINGLE ENGINE 10-160 HP) - BRONZE LINDY Robert McBride, 1963 Cessna 150C - N14TX Cedar Park , Texas

OUTSTANDI NG FABRIC FLOATPLANE Jim Swedback, Piper Super Cub PA-18 - N3793Z Erhard, Minnesota

CLASS " SINGLE ENG INE (1 61-230 HP) John McNamara , 1957 Piper PA-18-180 - N8481D Marine , Illinois

OUTSTANDI NG METAL FLOATPLANE Craig Burggraf, Cessna 180 - N410CE Grand Rapids , Minnesota VINTAGE AIRPLANE

5

SPORT PILOT

New Rule Effective September 1, 2004

The FAA has issued the final rule for the certification of aircraft and airmen for the operation of light-sport aircraft. The new rule became effective September 1, 2004.

Many operators of vintage aircraft now own airplanes that a sport pilot may oper­ ate. To answer some of your most basic questions about this exciting new rule, here is a synopsis of the defini­ tion of a light-sport aircraft category, the requirements to obtain a sport pilot certificate, and requirements to obtain a re­ pairman certificate with a maintenance or inspection rat­ ing.

Here are the basic parameters of the certification of aircraft and air­ men for the operation of light-sport aircraft rule.

L I GHT-SPORT AI RCRAF T

• Maximum gross takeoff weight: 1,320 pounds (599 kg), 1,430 pounds if equipped for water operation • Lighter-than-air light-sport air­ craft maximum gross weight: 660 pounds (300 kg) • Maximum stall speed: 51 mph (45 knots) • Maximum speed in level flight with maximum continuous power (VH): 138 mph (120 knots) • Two-place maximum (pilot and one passenger) • Day VFR operation only (unless the aircraft is equipped per FAR 91.209 and the pilot holds at least a private pilot certificate 6

SEPTEMBER 2004

and a minimum of a third-class medical certificate) • Single, rec iprocating engine only • Fixed or ground-adjustable pro­ peller • Unpressurized cabin • Fixed landing gear • Repositionable landing gear for seaplanes, allowing the wheels to be rotated for amphibious op­ eration • Can be manufactured and sold ready-to-fly under a new special light-sport aircraft certification without FAR Part 23 compli­ ance. Aircraft must meet ASTM International consensus stan­ dards. Aircraft under this certification may be used for sport and recreation, flight train­ ing, and aircraft rental.

• Can be certificated as an experi­ mental light-sport aircraft if built from an approved kit. Air­ craft under this certification may be used only for sport and recreation and flight instruction for the owner of the aircraft.

• Can be certificated as an experi­ mental light-sport aircraft if it was kit- or plans-built and oper­ ated as an ultralight trainer.

Application must be submitted within 36 months after the ef­ fective date of the rule.

• Will have FAA registra­ tion (N number).

• Aircraft category and class includes: airplane (land/sea), gyroplane, airship, balloon, weight-shift­ control (trike land/sea), and powered parachute • U.S. or foreign manufac­ ture of light-sport aircraft is authorized.

• An aircraft with a standard airwor­ thiness certificate that meets the above specifications may be flown by sport pilots. However, that air­ worthiness certification category will not be changed to a light­ sport aircraft. Holders of a sport pilot certificate may fly an aircraft with a standard airworthiness cer­ tificate if it meets the definition of a light-sport aircraft.

SPORT PILOTS

A sport pilot may exercise flight privileges in one or more of the following aircraft categories: air­ plane (single-engine only), glider, lighter-than-air (airship or bal­ loon) , rotorcraft (gyroplane only), powered parachute, and weight­ shift controlled (for example, trikes).

The new sport pilot/light-sport aircraft rule: • Creates a new student sport pi­ lot certificate for operating any aircraft that meets the definition of a light-sport aircraft.

• Creates a new sport pilot certifi­ cate for operating any aircraft that meets th e definition of a light-sport aircraft.

• C reates a new sport pilot in­

RULE ISSUED

structor certificate.

• Requires an FAA knowledge (written) and practical (flight) test.

• Credits ultralight training and experience toward a sport pilot certificate.

• Credits sport pilot flight time to­ ward more advanced pilot ratings.

• Requires either a third class FAA medical certificate or a current and valid U.S. driver's license as evidence of medical eligibility (provided the individual does not have an official denial or revocation of his/her most re­ cent medical application on file with FAA).

• Does not allow carrying passen­ gers for compensation or hire.

• Allows sharing (pro rata) operat­ ing expenses with another pilot.

• Allows day VFR flight only.

• Allows sport pilots to fly vintage and production aircraft (stan­ dard airworthiness certificate) that meet the definition of a light-sport aircraft.

SPORT PILOT INSTRUCTORS

The new sport pilot/light-sport aircraft rule: • Creates new sport pilot flight and ground instructor certifi­ cates.

• Allows instructors to use ultra­ light exemption experience.

• Allows conversion to sport pilot instructor status for ultralight instructors.

• Allows current CFls to train sport pilots.

REPAIRMEN CERTIFICATES

The sport pilot/light-sport aircraft rule creates a new repairmen light­ sport aircraft certificate-with either a

In the final rule, the slight increase in

.

maXImum gross

weight to 1,320

pounds did

allow a few

more aircraft

to meet

the criteria.

For m ore information regarding th e sport pilot/light-sport aircraft ru le, p lease visit EAA's Sport Pilo t websi t e at www.sportpilot.org, or call EAA Aviation Informa­ tion Services at 920­ 426-4821.

maintenance or inspection rating. To obtain such a repairman certificate, you must demonstrate a skill level suf­ ficient to determine the aircraft is in a condition enabling safe flight. For an inspection rating, you must complete a 16-hour course on the inspection re­ quirements of the particular class of light-sport aircraft. For a maintenance rating, you must complete a course­ 120 hours (airplane category), 104 hours (weight-shift or powered para­ chute), or 80 hours (glider or lighter-than-air)-on the maintenance requirements of the particular class of light-sport aircraft.

OTHER LSA

MAINTENANCE OPTIONS

Maintenance-including all in­ spections on special light-sport airworthiness certificated aircraft­ can be completed by: • An appropriately rated me­ chanic, one with an A&P, IA. • An appropriately rated repair station.

• A repairman (light-sport aircraft) with a maintenance rating.

A certificated pilot (sport pilot rating or higher) may perform pre­ ventative maintenance.

Maintenance-including all in­ spections on experimental light-sport airworthiness certificated aircraft­ can be completed by: • An appropriately rated me­ chanic, one with an A&P, IA. • An a ppropriately rated repair station.

• A repairman (light-sport aircraft) with a maintenance rating.

To perform inspections on your own experimental/light-sport air­ craft, you must have a repairman certificate (light-sport aircraft) with an inspection rating.

VINTAGE AIRPLANE

7

Some Vintage Airplanes Can Be Flown by Sport Pilots

H.G. FRAUTSCHY & JOE NORRIS

urrent vintage lightplane owners have been anxiously awaiting the final rule for ligh t-sport aircraft, hopin g that their particular airplane would fit within the gUidelines. Joe Norris of EAA's Aviation Information Services compiled the following list of type-cer­ tificated aircraft whose performance criteria, as documented within the Type Certificate Data Sheet, would allow the airplane to be operated by a sport pilot.

In the final rule, the slight increase in maximum gross weight to 1,3 20 pounds did allow a few more aircraft to meet the criteria. Remember that the maximum gross weight is not the only parameter the aircraft must meet.

Also, it should be noted that at­ tempting to change the certification parameters (lower gross weight limit, for example) of a type-certificated air­ craft through the supplemental type certificate (STC) process, in an effort to make an aircraft fit within the parame­ ters, will not be allowed by the FAA. Maintenance standards for type-cer­ tificated aircraft still apply to these aircraft (that is, annual inspections, PMA/STC'd parts, etc.) and an appropri­ ately certificated mechanic must perform or supervise the maintenance.

For many pilots, the option to oper­ ate their aircraft under the sport pilot guidelines is quite attractive. To see if your aircraft qualifies as an aircraft eligi­ ble to be operated by a sport pilot, see the accompanying list. You can also ac­ cess the list by logging onto the Internet at www.sportpilot.org/lsa/standardJertifi­ cate_aircraft·html.

According to the type certificates (TCs) and published speCifications, the following standard category aircraft meet the definition of a light-sport air­ craft (LSA) according to 14 CFR Part 1.1.

However, individual aircraft of a given type may not meet the criteria due to modification by STC or field approval.

The pilot would need to check the records of a particular aircraft and verify that it has not been modified in such a way as to disqualify that aircraft. Note

C

8

SEPTEMBER 2004

that once an aircraft has been so modi­ fied, it cannot be brought back into the earlier certification category. An exam­ ple would be a 415C Ercoupe modified during its service life to the higher gross weight (1,400 pounds) model 4150; the modified Ercoupe would no longer be eligible to be operated by a sport pilot, and its status cannot be changed to re­ vert back to its original certification basis.

Note: This does not constitute an all­ inclusive listing but does serve to cover the more common aircraft. There may be other standard category aircraft that meet the criteria for operation by sport pilots. If you have a question, contact EAA's Aviation Information Services at info@eaa.orgor 920-426-4S21.

LANDPLANES

Aeronca: C-2, C-3, PC-3, CF, K, KC, KCA, KF, KM, KS, 50-C, 50-F, 50-L, SO­ LA, 50-M, 50-S, 50-TC, 50-TL, 60-TF, 65-C, 65-CA, 65-LA, 65-LB, 65-TAC, 65­ TC, 65-TF, 65-TA, 65-TL, 65-TAL, YO-5S, 0-5SA, 0-5SB, 7AC, 7BCM, 7CCM, ?DC, 11AC, 11BC, L-3, L-3A, L-3B, L­ 3C, L-30, L-3E, L-3F, L-3G, L-3J, L-l6A, L-16B Ercoupe: 415C, 415CO Interstate: S-lA, S-lA-65F, S-lA-S5F, S-lA-90F, S-l Cadet Luscombe: S, SA, SB, SC, SO Piper: E-2, F-2, J-2, J-3, ]3C-40, J3C­ 50, J3C-65, J3F-50, J3F-60, J3F-65, J3L, J3P, J4, ]4A, J4B, PA-ll, PA-15, PA-17, L­ 4, L-4A, L-4B, L-4 C, L-4 , L-4H, L-4J, NE-1, NE-2 Porterfield: 35, FP-65, 35-70, 35V, CP-40, CP-50, CP-55, LP-65 Taylorcraft: BC, BC-65, BC12-65, BC12-0, BC12-01, BC120-S5, BF, BF­ 60, BF-65, BF12-65 , BLl2-65, BC120-4-S5, BL, BL-65, OC-65, OCO­ 65, OF-65, OL-65, A, L-2, L-2A, L-2B, L-2C, L-2E, L-2F, L-2G, L-2H, L-2J, L-2K SEAPLANES

Aeronca: S-50-C, S-50-F, S-65-C, S-65­ CA, SllAC, SllBC, SO-5SB Luscombe: SA, SC, 80 Piper: ]3C-50S, J3C-65S, J3F-50S, J3F­

60S, J3F-65S, J3L-S, J3L-65S, PA-11S, J4A-S Taylorcraft: BCS, BCS-65, BCS12-65, BCS12-0, BCS12-01 , BCS120-S5, BFS, BFS-60, BFS-65, BFS12-65 , BLS12-65 , BCS120-4-S5, BLS, BLS-65 AIRCRAFT THAT DO NOT MEET THE DEFINITION OF LIGHT-SPORT AIRCRAFT:

The following aircraft do not qualify for operation by sport pilots because their gross weight, as originally certifi­ cated, is above the l ,320-pound limit (1,430 pounds for seaplanes). The gross weight, in pounds, is in parentheses: Aeronca: 7EC (see Note 1); llCC 0 ,3 50), LA O,6S0), LB O,6S0), LC (1,6S0), LCS (l,S52) Cessna: 120, (1,450), 140 (1,450), 140A (1,500), ISO, 150A thru M (1,500, 1,600), 152 (1,670) Ercoupe: 4150 (1,400), 415E (1,400), 415F1 0,400) 415F1A 0,450), A2 (1,450), MlO (1,450) Funk: B, C (1,350) Interstate: S-lB1 (L-6) (1,650), S-lB2 (1,650) Luscombe: SE (1,400), SF (1,400), T­ SF (1,400) Piper:J4E (L-4E) (1,400), J5 (All) (See note 2.)

Porterfield : 35W 0,326), 75 -C (1,326) Taylorcraft: 19 (1,500), FI9 (1,500), F2I (1,500), F2IA (1,500), F21B, (1,750), F22 (All) (1,750), L-2M (1,325) Notes: 1) Aeronca 7ECs are normally certifi­ cated at either 1,450 or 1,500 pounds gross weight, which disqualifies them for operation by sport pilots. However, there are some 7ECs certificated at 1,300 pounds gross weight. These air­ craft are eligible for operation by sport pilots.

2) Piper J-5s, including military vari­ ants (L-4F, L-4G, HE-I , AE-1) are certificated as a three-place aircraft, which disqualifies them for operation by a sport pilot. The l,450-pound gross weight is also disqualifying. .......

STORY AND PHOTOS BY DON PARSONS

ollecting antique air­ planes is simply a passion for John Cournoyer. Known in antique airplane circles as the Waco guru, he is al­ ways on the lookout for rare and unique planes. The owner of Old Style Aircraft at Creve Coeur Air­ port, he keeps his planes at the Historic Aircraft Restoration Mu­ seum there and down at his farm in southeastern Missouri. Among the rare planes he has are a Spartan Executive, a Waco JYM, a Star Cav­ alier, and now, a flying St . Louis Cardinal.

C

One of 21 built between 1929 and 1931, John's St. Louis Cardinal is one of four left and is believed to be the only one flying. One hangs in the Sacramento Sky Ranch air­ craft parts store, one in California, and one in Idaho. John's was the sixth one built and was originally registered as N951K. It is now regis­ tered as N95 lB. Originally built in August 1929 as a C2-65 with a LeBlond motor of 60 hp, it was up­ graded by the factory to the more powerful 100-hp Kinner in 1935.

The aircraft, now deSignated a Su­ per Cardinal, only had 90 hours on it at this point.

Built by the St. Louis Aircraft Corporation, a subsidiary of the St. Louis Car Company, which built railway cars and streetcars, the airplane and its factory fell victim to the Depression. Having to compete with the likes of the Curtiss Robin and the Monocoupe was too much, so production was abandoned in 1931. The company had produced more than 400 Cur­ tiss IN-4D Jenny's during World War I for the Army Air Corps. In 1939, it produced the PT-15 trainer for the Air Corps. Only 14 of the PT-15s were sold, with nearly all of them being sent to VINTAGE AIRPLANE

9

Parks College, just across the Mis­ sissippi river from St. Louis.

Not being successful in the de­ signing field, St. Louis Aircraft Corpora tion was again contracted to build other airplanes under li­ cense for the Air Corps. During the war, it would build Fairchild PT-19s and PT-23s to supply the military.

The company ended production of these trainers in 1946, and with the country rapidly gaining population and the resulting urban sprawl, it folded in 1973 due to the lack of demand for its streetcars.

The Cardinal was unveiled to the public for the first time in 1929 at the Detroit Auto Show. The first 10 airplanes the company pro­ duced had the 60-hp LeBlond radial engine for power. The next few were upgraded slightly with the slightly more powerful 90-hp engines. One was converted to a Warner 110-hp for factory tests.

The last six built had the 100-hp Kinner K5 engine and were called the Super Cardinals. The Cardinal has been in Illinois and Missouri all of its life.

Since the 1950s, Cournoyer has

pie owned it, but didn't been instrumental in saving sev­ eral rare aircraft. Having a Travel get any names. We had Air on display at the St. Louis Sci­ to leave then, so I left ence Center and a Spartan (:-2 without finding out monoplane on loan to the Spartan who owned it.

School of Aeronautics in Tulsa, he "Some years later, I felt the need to have an airplane hea rd of a Waco UPF-7 built in St. Louis for his collection. for sale in Beardstown, He could get Robins, he had Mono­ Illinois. I went up there coupes, but what he wanted was a to look at this UPF-7­ St. Louis Cardinal. He really wasn't that was about 1960­ looking for one when fortune landed and went over smiled and he stumbled across this to talk to the guy, very rare airplane.

Harold Baker I think his As John tells it, " We were out name was, who owned flying around in the late 1950s, and we landed at a small air­ St. Louis Cardinal C2-11 0 port up in Illinois. We were just (company data) kind of looking around. We walked back into aT-hangar, and there was an airplane sit­ Wingspan: 32 feet, 4 inches

ting there that looked like a Length: 20 feet, 6 inches

Ryan from the distance, with the wing off of it. We walked Clark Y airfoil

up to it and found out it wasn't a Ryan-it was a St. Louis Car­ Empty Weight: 1,006 pounds

dinal, which had been stored Useful load: SS 7 pounds

there. I tried nosing around the airport to see if anyone Cruising speed: 107 mph

there knew who owned it.

Later, I found out that a cou-

The St. Louis Cardinal C2-60 (later converted to a C2-110) is reminiscent of the larger Stinson Junior, another high­ wing monoplane of the same era. The 110 designation was actually a misnomer. The plan was to power the airplane with the 110-hp Warner Scarab, but a late change resulted in limited production with the 100-hp Kinner KS, but the 110 model designation stuck. To further confuse you, the next version of the C2 was the C-100, powered by, you guessed it, the 11 O-hp Warner!

10

SEPTEMBER 2004

John Cournoyer

A Consolidated instrument cluster dominates the center of th e instrument panel on the St. Louis Cardinal. On the far left is the Splitdorf magneto switch, with a nonsensitive altimeter to the left of the Consolidated panel, and the tachometer on the right. An original-style steel ball turn and bank is installed in the right side of the Consolidated panel.

the UPF-7. We got to visiting, and he said he had a Cardinal. I asked him if that was the same Cardinal I had seen previously up in Illinois.

He said it was and that he had bought it. I didn't buy the UPF, but thought to myself, Remember where that Ca rdinal is so you can

check back later into buying it.

"In the mid-1960s, Harold moved to a little field where Spirit of St. Louis airport is now called Loadmaster. Harold was running a little operation over there, and I went over there to look at a Cabin Waco a buddy had wrecked, to see

about buying and fixing it up . I looked up and saw Harold. I asked him if he still had the Cardinal. I told him if he ever wanted to sell it to let me know.

"We let that go for awhile, and then he was killed in an airplane crash. I tried to track down where the airplane went from there.

Turns out his brother got all the stuff. His brother, Wayne Baker, moved over to Columbia, Illinois. I went over one day and started vis足 iting with him. I got to know him pretty well. He ended up with the Cardinal. I kept trying to buy it, but he wouldn't sell it. I finally VINTAGE AIRPLANE

11

told him, 'Look, if you ever decide to sell it, give me first crack at it, because I've been chas­ ing this thing for about 30 years.'

"He agreed to that.

Some time passed; then one day I got a call at the shop. He says, 'This is Wayne Baker,' I said, ' Hey Wayne, what's go­ ing on?'

"He says, 'You want to buy that Cardinal?'

'Yeah. I told you I've been after that Cardinal for a number of years.'

'Well, you better get over here, because I got a guy coming up from Farming­ ton to buy it.'

'Hey, you were supposed to give me first crack at it!'

'I am, but you better get over here.'

"I dropped everything and ran over to the house to get the big trailer. George Garrett and I went over there. Just as we're pulling in, this truck from Farmington pulls in.

'Hey Wayne, there's those guys from Farmington. Didn't you tell them that this other guy [me] wanted it?' ' Oh, I needed a backup. In case you didn't want it, I'd sell it [to them]. You did bring me cash?'

'Yeah, I brought you cash.'

"I paid him, and this other guy was hot. You wouldn't believe how hot he was. Here he'd driven all the way up from Farmington. And old Wayne, he's the type of guy, he just told him, 'I told ya there was an­ other guy interested, and if he didn't show up to get it, it was yours. But he's here, so it's his. ' "That's how we acquired it. From about 1954 to 1994, that's how long I chased it. All we had was a pretty badly rusted fuselage, some tail pieces, two wing struts, and a little box with the instruments in it.

We had to build the wing."

John began rebuilding it over at

shape. We put the two wing tanks back in once the wing was finished.

They hold 22 gallons total.

"The tail is all steel tube. We had to build up a new one, as the old one was all mangled.

"The aircraft has its original landing gear with rebuilt struts. The air­ plane originally had a tail skid, but John replaced that with a tailwheel from a Piper Cub so they could operate the air­ plane off pavement.

"They recovered it with Ceconite 102 with Randolph dope in the colors of Car­ dinal Red and White. The airplane was originally available in a variety of colors, with the red being the base or trim color, and silver, Waco Maize, and Niobe brown being the other colors available.

"Engine is a K-5 Kinner of 100 hp rebuilt nine years ago. It was acquired from Wayne Baker, along with the prop," says John . " We had the prop redone too. It's a Sensenich that's been pitched for the Kinner."

The airplane originally sold for $4,250, but it is priceless now. It occupies a space of honor among John's Wacos in one of the hangars at Creve Coeur Airport.

Terry Chastain flies the Cardi­ nal about six times a year and reports the airplane has no vices.

"It's a typicallate-20s airplane, he says. Steer with the rudder. It's ter­ ribly blind, especially in turns, and awfully hot in the cockpit.

The airplane is as easy to land as a Cub, with its wide-track gear. We cruise at 90 miles per hour with a top speed of 105 to 110. With that big wing, she gets off the ground quickly and will climb out at over 1,000 feet per minute. It doesn't have much useful load though.

People were smaller back then. " It looks like the St. Louis Car Company isn't gone after all. ..",...

FroIn about 1954 to 1994, that's how long I chased it.

12

SEPTEMBER 2004

his home in Maryland Heights.

Starting from a minute drawing of the wing he got in the paperwork from Wayne, he started in on the ribs. The one-piece wing is all wood, a Clark Y airfoil.

"Me and the kid next door did most of the work, with Steve Brown assembling the wing. We worked on it, off and on, about six months. We had to plumb it."

John says.

"We cut about a third of the tubing out of the fuselage and re­ placed it. Me and my son John went downtown to Washington University, which has the archives from the company. John [my son] knew the gal, so she had all the pictures out. We put a Consoli­ dated instrument cluster from a Curtiss Robin in it that went through the flood [of 1993.]

"I contacted George Meissner [the former president of St. Louis Car] about the airplane. I went down to his office, and he had a whole bunch of pictures laid out that helped me with the lettering and the cowling.

"We rebuilt the ailerons. Made a new motor mount. I took the ring off of a Kinner-powered Fleet biplane.

"It has the original Bendix brakes in it, a rarity for a 1929 air­ craft. They were in fairly good

Vintage Aircraft Association

[

Only $14.95

2005 Vintage Aircraft Calendar

Full Color Photos Taken by Award-Winning EAA Photographers

Dates will Showcase Major Flights and Innovations in Aviation

Each Photo will be Accompanied by a Detailed Caption

A Great Gift for all Aviation Enthusiasts

A Large 11 x 17 - Inch Calendar

To Order

Call 1路800路788路3350

Add $4.95 For Shipping and Handling

www.vintageaircraft.org

VINTAGE AIRPLANE

13

Thf Alaska (rcoupf Squadron Why use a helicopter when an Ercoupe will do the job?

IRVEN ot one, not two, not three, but four Ercoupes all parked in a row. I could hardly believe my eyes. Not only that, but there, on the sides of the fuselages, were the "Stars" familiar to all when they look at old U.S. Army Air Corps military aircraft.

It had been a beautiful, still, sunny fall day. A great day for fly­ ing. Where to go? Where to go?

Suddenly I remembered that I had stuffed a half-price entrance fee card for the Alaska Transportation Museum in Wasilla, Alaska, into my flight case. I had visited the Alaska State Fair in Palmer, Alaska, the week before and had gotten the card at a kiosk at the fair.

So, I packed up my survival gear and camera and drove to the Sol-

F.

PALMER

dotna Airport (Alaska), where I tiedown N3428C, also known as Charlie, my Cessna 170B. After pre­ flight I took off and climbed northwest to 4,500 feet so as to cross Cook Inlet at the Forelands, its nar­ rowest (11 miles over water) place.

From West Foreland I turned north­ east and flew past some of the Alaska Range peaks covered with new snow.

I flew the 91 miles in an hour and landed at the Wasilla airport. I parked the plane in the transient parking area and walked up a little hill to the Alaska Transportation Mu­ seum. There I saw a great collection of all type of machines: trains, planes, boats, snow machines, trucks, tractors, graders, school buses, fire engines, etc., each of which had played a part in the state's early his­ tory. I shot up a lot of film.

I walked back to my airplane and had a sandwich. Then I took a stroll around the rows of parked airplanes, because you never know when you might stumble onto a real classic. That's when I saw the Ercoupes. I shot some photos at various angles. One along the rear of the planes was most impressive, where you could see eight little vertical stabilizers sticking up in a row. I wondered about the "stars."

I asked one pilot gassing up his Su­ per Cub at the gas pump if he knew anything about the Ercoupes. He said he was only passing through and had stopped for fuel.

Walking back to my airplane, I stopped and opened a hangar door and looked in. I talked to Justin Kepler, an A&E mechanic working there and asked him about the Er­ coupes. He told me that the planes belonged to the Alaska State Defense Force (ASDF), and that the person I needed to talk to was Thomas West­ all, airport manager, and commander of the 2nd Battalion of the ASDF. I jotted down that name in my notebook and walked back to the plane.

Placing my coat and cam­ era bag inside, I was getting ready to leave when an SUV drove up.

The driver rolled AI/lined up like peas in a pod, the Ercoupes of the 491st Aviation Regiment of2nd Battal­ down the window and I ion of Wasilla proudly display their stars. introduced myself and

N

14

SEPTEMBER 2004

Sp.dfications: Mod.1 Alon A-Z Aircoup.

or 'rcou'p. Mod.1 ~15-( Typ,: Pow,rplant: P,rformanc,:

W,iCJhts: Dim,nsions:

asked if he knew a Tom Westall and he said, "That's me." I told him I was a freelance writer and wanted to know more about the Ercoupes parked all in a row there. He said, "Hop in," and we drove to a small hangar near where the Ercoupes were parked, which served as the airport manager's office.

There inside the small hangar was still another Ercoupe with its wings off, undergoing an inspec­ tion and some maintenance. There on its sides were the "stars." Tom then told me about the ASDF or­ ganization. He said the organization traces its history back to the U.S. Army in World War II and Col. Muktuk Marston's Tundra Army. As part of its uniform, the ASDF is au­

two-s,at IiCJht aircraft 15- to 90-hp (ontin,ntal flat-four piston ,nCJin, maximum l,v,l spffd at s,a l,v,I129 mph, Normal cruis, 120 mph Maximum ranCJ' ..55 mil,s ,mpty, 930 pounds, maximum taktoff 1,"50 pounds span 30 f'fti l,nCJth 20 ffft" inch,s, h'iCJht 6f'ft 3 inch,s, winCJ ar,a 1"2.6 squar' f'ft

thorized to wear the distinctive Alaska Territorial Guard patch. Con­ tinuing, he said the mission of the ASDF is "To maintain an organized and trained military force, capable of timely and effective response to state emergencies, or on occasions deemed appropriate by the gover­ nor, to provide military assistance to civil and military authorities in the preservation of life, property, and public safety."

Unlike the National Guard , which has a federal mobilization assignment in times of national emergency, the ASDF is a state­ based force that remains at home in Alaska to meet local emergency needs. The ASDF's commander-in­ chief is Alaska's governor who exercises control over the ASDF,

Tied down at Wasilla, the Ercoupe squadron of the ASDF is ready to go to work. The hangar behind the aircraft holds still another Ercoupe of the group.

the Alaska Army National Guard, Alaska Air National Guard, and Alaska Naval Militia through the adjutant general of the state of Alaska. All four of these organiza­ tions are under the supervision of the state Department of Military and Veterans Affairs.

The headquarters of the 49th Military Police Brigade is located at the National Guard Armory, Fort Richardson, Alaska. There are four battalions located regionally throughout the state: 1st Battalion is in Juneau, 2nd Battalion is in Wasilla, 3rd Battalion is in Fair­ banks, and the 4th Battalion is in Anchorage. The 491st Aviation Regiment part of the 2nd Battalion in Wasilla is the home of the five Ercoupes I saw.

The ASDF has been activated for disaster response and recovery as­ sistance in the 1995 South Central Flood, 1996 Akutan Volcano inci­ dent, the 1996 Millers Reach Fire, 1997 Tanana River Flood, 1997 Shishmaref Winter Storm, Y2K countdown, 1998 Turnagain Pass Avalanche and 2001 participation in the security operations pertain­ ing to the Trans Alaska Pipeline after the 9-11 attack.

I asked Tom, Why the Ercoupes?

He told me that the guard operated Huey and Blackhawk helicopters at a great cost. For certain observation and ASDF personnel transport mis­ continued on page 28 VINTAGE AIRPLANE

15

VI NTAG E FLYING

WEEKEND

THE GREAT

The United Kingdom's most popular vintage airplane gathering NIGEL HITCHMAN e Great Vintage Flying

Weekend has become the

second major fly-in in the

United Kingdom after the

annual PFA (the Popular

Flying Association, the United King足

dom's equivalent to the EAA) fly-in.

Held in mid-May each year, usually

at a different venue, it attracts up to

500 aircraft, the vast majority of

which are of the vintage variety.

G-ADGP Miles Hawk Speed Six built for air racing and record breaking, the Many of these aircraft do not ven足

only survivor of three built, flown in by owner Roger Mills. ture away from their bases often,

and the event has become a must for

vintage aircraft enthusiasts in the

United Kingdom.

Organized by aircraft enthusiast

and former book publisher Peter

Campbell, invitations are sent to

most of the vintage aircraft owners in

the United Kingdom, asking them to

bring their aircraft. Details are carried

on the website www.zo/id.com/cirrus.

The fly-in attracts many of the

classics popular in the United King足 G-AKVZ Miles M38 Messenger owned by Shipping and Airlines Ltd. 16

SEPTEMBER 2004

dom, including Austers, Cubs, Lus­ combes, and members of the de Havilland Moth family. The Miles Aircraft Collection has its main get­ together at the fly-in, so there is always a good proportion of airwor­ thy Miles aircraft present. Many other rare British aircraft are present each year, types you will see nowhere else.

The 2004 fly-in was held May 14­ 16 at Abingdon airfield near Oxford.

Abingdon was a major Royal Air Force (RAF) base for many years, lately being home to a major main­ tenance base, but now is used only by a handful of motorgliders for Air Cadet experience flights, with the administration and hangar area taken over by the Army. Thus the fly-in had full use of the airfield, with two large hard runways and parallel grass runways cut for the weekend.

Early arrivals came in Friday evening and stayed overnight, but the majority of visitors came for the day on Saturday and Sunday, some both days. Unlike many American continued on page 28

G-ADWT Miles Hawk Trainer, formerly CF-NXT when owned by Father John MacGilvary and then the EAA museum.

HB-SPM Potez 60, powered by a three-cylinder Potez 3B engine restored by Guido Hug and flown by him all the way from Switzerland.

G-ABWP Spartan Arrow flown in by Richard Blain.

G-AKUW Chrislea Super Ace owned by Steve and John Rickett.

G-ASML Luton La-4 Minor VW1600cc power, flown in by Barbara Schussler.

G-AEXT Dart Kitten 11 (1935), JAP 99 powered. It was re­ stored and flown by Alan Hartfield.

VINTAGE AIRPLANE

17

Reminiscing with Big Nick Reprinted from Vintage Airplane May 1974 NICK REZICH

ouldn't the FAA have a slobbering fit if you tried this today! No足 tice how the stunt man leaves the car-he is facing the oncoming ladder. Today's stunt men get on in reverse of this-they follow the ladder and lunge forward. The air足 plane that Art is flying here is a Hisso Jenny.

Art was truly the showman of showmen. He was always one jump ahead of the field.

When everybody was flying with wing walkers, Art topped them by flying with two wing

W

The famous "Lost Wheel" sequence. That's Bon MacDougall flying the Jenny in the foreground with Super Star Gladys Engle on the wing (with a spare wheel straped to her back). Art Goebel maneuvers the Jenny that has "lost the wheel" in to pick up Gladys. Can any足 one identify the camera plane in the background?

18

SEPTEMBER 2004

walkers, and to add a touch of class, he used two good-looking girls instead of men.

He was the first to use a girl for the plane-to-plane transfer. Then he topped that with the girl aerial

"mechanic." I think the "lost wheel" act is the most. This was a long and exciting act. Art would take off and lose a wheel-and about the time the crowd was ex足 pecting a crash, Bon MacDougall

Gladys makes contact and pre足 pares to scamper on the wing of Art's Jenny-without a chute.

Gladys has successfully transferred to Art's Jenny and now begins the walk down the wire and strut festooned wing . .. with that big drag producing wheel dangling from her back.

and Gladys Engle would take off in another OX-S Jenny and pull up alongside of Art. Now Gladys would strap a wheel onto her back and walk the wing to the tip, then transfer to Art's Jenny, and walk the wing to the landing gear where she would wrap herself around the gear leg, unstrap the wheel from

Gladys has now walked down the wing, climbed down on the landing gear and is installing the wheel. Note Art Goebel peering over the side at her. Shortly afterward, Gladys climbs back into the cockpit and the two land to the amazement of the crowd.

her back, and install it on the axle.

Climbing back into the cockpit, she and Art would land to the thunderous applause of the crowd.

I am sure that all of you who have seen Sandi Pierce, Patti Deck, Judy Cole, John Kazian, and young Gordy McCollom admire them ... but you must admit that

Art Goebel's girls Babe Calerbak and Gladys Engle were superstars.

They were the pioneers. We all learned from their daring experi足 ments . I know what some of you are saying .. .sure they were great, but they only flew straight and level-oh yeah! Cast your eyes on Spider Matlock on that Jenny.

VINTAGE AIRPLANE

19

There is no argument as to the po­ sition of the airplane-it's upside down. Yes, they did roll and loop them. You will also note-no chutes or braces.

Art flew with the world famous Black Cats. There were 13 Cats, each with 13 letters in their names:

"Fronty" Nichols, "Spider" Mat­ lock, and Bon MacDougall started it all. They wore black sweaters with a black cat and the figure 13 in an orange circle. They flew a fleet of appropriately decorated Jennys, and they cornered the mo­ tion picture and newsreel stunt

businesses as well as flying on the air show circuit.

Yes, Col. Art Goebel was a great man, a great pilot, and a great pa­

triot. He will be missed by many, especially me.

I am surprised that Art Scholl has­

n't come up with a double-girl

One of the "Black Cats," Spider Matlock, on the gear of a Jenny while Art flies inverted.

Who says the Jenny was not aerobatic?

Big Nick's Pepsi Cola skywriter NC­ 9917, a Travel Air B-9-4000. The plane was rigged for skywriting and banner towing. That is Frank Rezich on the wheel.

Art's skywriter NR-481N, a Travel Air D-9-4000.

20

SEPTEMBER 2004

A car-to-plane transfer on a city street in Los Angeles. The transfer man has just been snatched out of the back seat of the car. He was standing facing backward in the car and leaped onto the oncoming ladder as the airplane over took them from behind . .. just the reverse of the way it is done today-and much more hazardous.

The original $25,000 check Art received for winning the California to Hawaii Dole race.

The plaque hangs in Art's home. The Travel Air "Woolaroc" is in a private museum in Oklahoma. (It's at the Woolaroc Museum in Bartlesville, Okalhoma.-Editor)

Art Goebel after making the first west to east non-stop flight across the U.S.-in 18 hours and 58 minutes on August 19, 1928 in the Lockheed Vega "Yankee Doodle." Art collected $10,000 for this feat.

VINTAGE AIRPLANE

21

wing-riding act. Of course, he would have to graduate to a larger airplane than the Pitts. Are you listening?

Artie? Who knows, I may sell my Travel Air for an act like that!

There will be a new air show act making its debut in California this

year. It will feature three Travel Airs and girl wing walkers. This is a re足 vival of the Flying Aces from North Carolina, circa 1929. Max Robert足 son is behind the project. The Flying Aces were operated by the Woods from 1929 to 1939. Robert-

son has named his Travel Air Miss Jessie after Jessie Woods who walked the wings, pumped chutes, and flew with the original Aces.

Next month I'll tell you how we built the famous Howard DGAs and about myoId boss, the Super Great "Benny" Howard.

I'll buy a beer for the first one who can identify the original EAA streaker. . .it happened in Rockford.

This is another one the boss would rather forget.

Till next month ... don't forget to change the jets in the Zenith足 summer is coming. ~

Babe Calerback on the left wing and Gladys Engle on the right prepare them足 selves as Art heads under the Pasadena Bridge. the aircraft is a Hisso Jenny. the girls have no safety straps and are not wearing chutes-they are merely balancing on the king posts!

22

SEPTEMBER 2004

THE

TAGE I

More hazardous

attitudes

DOUG STEWART

I love a good dream, and this one was a doozy. I was in the cock­ pit of a pristine Beech Staggerwing all decked out with the latest elec­ tronic goodies. "WOW," I thought to myself as I settled into the right seat. "Th is panel would be to kill for." The centerpiece of the panel of this recently refurbished air­ plane was the dual Garmin GNS 430 installation. (With the current rapid advance of avionics technol­ ogy, these units might even be "vintage" by the time this article gets published.)

I had been hired by the owner of this sleek airplane to get him up to speed with his new avionics.

The pilot was well versed in flying his airplane, but the technology of advanced GPS navigation was something new to him. He had, to his credit, read the manuals that came with his avionics and had even run through the simulator mode several times. I figured this would be a piece of cake. I thought I'd just have to observe the pilot shoot a few different approaches, make a couple of suggestions as to some shortcuts he might be able to use in configuring the GPSs, and be on my way. "Little did I know," to quote an old television show (am I showing my vintage heritage yet?), that I would have my work cut out for me in this dream.

Things started out quite smoothly. The pilot programmed a short route into the GPS and cross­ filled to the second unit while the engines warmed up. The plan was to fly a route to see how the units would sequence and communicate 24

SEPTEMBER 2004

with themselves. We would then make some changes to the route to demonstrate how to quickly and efficiently edit the route. We would then select an approach at the des­ tination airport, fly the approach to the missed approach point, and enter the hold when arriving there.

The lesson plan continued on from there, building upon what had been previously learned.

Upon departure the pilot took up a heading toward our first way­ point and did a good job of keeping the needle centered in the HSI as we climbed to altitude. As we neared the waypoint, the GPS annunciated the next direct track to the following waypoint and then told us when to start the turn so as to keep the needle centered through the turn and onto the next leg. It was not long after this turn that the "MSG" annunciator started to flash. I knew it would tell the pilot to set the course in his HSI, but rather than saying anything I wanted my client to ex­ perience this. Experience is a much better teacher than I will ever be.

I was not prepared for what hap­ pened next. This dream was heading decidedly downhill in a hurry! I was about to witness one of the most blatant manifestations of the hazardous attitude IMPULSIV­ ITY that I have ever seen. The pilot, rather than pushing the button di­ rectly under the annunciator that said MSG, pushed the "menu" but­ ton. Of course, it did not tell him what the message was, but brought up a submenu screen. Before I could say or do anything, the pilot

pushed another [wrong] button.

Soon his fingers disappeared in a blur as they pushed button after button. It actually elicited a chuckle from me as he frantically pushed any and every button on the unit without any semblance of thought or order. I woke up with a start. In real life, that kind of attitude could get you in a heap of trouble. The problem was, I' d seen it happen, and in real life situations.

Had my dream pilot just stopped for a moment and applied the an­ tidote of "Not so fast! Take your time! Think things through!" he could have pushed the "clear" but­ ton after his first mistake. This would have taken him back to the previous screen, and then, think­ ing things through, he could have pushed the proper button to re­ ceive the message and do what the message instructed.

Impulsivity, that compulSion to do something, anything, as long as you do it quickly" can certainly get us in trouble in one heck of a hurry.

I know I am not the only instructor who has experienced a student who quickly reaches the mixture control and pulls it to "idle/cut-off" imme­ diately after the suggestion of not forgetting to apply carburetor heat, or applies full power in a recovery from a critical attitude [while "un_ der the hood "] even though the nose is pointed down and the air­ speed has already climbed well into the yellow arc.

In flying it is rare that we have to react with lightning quick re­ flexes; however, there are definitely certain times when we, as pilots, II

must act quickly. For example, if an engine quits on takeoff, whether it be prior to rotation or after a few hundred feet of climb, we must be prepared to act quickly.

But what we do has to be done with deliberation and thought. We cannot react in a knee-jerk fashion .

We do not have time to slowly and deliberately get out the checklist and methodically go through it, but by the same token we cannot act impulsively either. To do so might very well result in bent metal or, worse yet, a fatality.

Therefore, we should prepare for that eventuality by thinking things through before we push the throt­ tle forward. Then, should the engine fail, we will be prepared to do the proper thing and not act impulsively (for example, attempt­ ing to turn back to the runway before sufficient altitude has been gained to allow that maneuver).

As with all of the hazardous atti­ tudes, we must first recognize that we harbor the attitude within our­ selves. Having gained that awareness, we must next learn the proper antidote for that attitude.

Then comes the hardest part .. . ap­ plying the antidote. If you have the type of personality that feels that re­ acting as quickly as you can to any given circumstance is the essence of reaction, then you will probably have difficulty telling yourself: "Whoa ... not so fast." To you, the speed with which you react is the most important part in saving the bacon. Unfortunately though, that impulsive, qUick, reaction might make that bacon just a wee bit too crisp.

So if you seek to be more than just a good pilot or wish to be­ come a GREAT pilot, recognize your hazardous attitudes, learn their antidotes, and then apply those antidotes. This will help in achieving your goal. Won't you join me in that endeavor?

Doug flies a 1947 PA-12. He is the 2004 National Certificated Flight Instructor of the Year. Visit his website: www.dsflight.com . ......

TAKE SOME OF THE EXPERIMENTING

OUT OF HOMEBUILDING

Sept. 25-26 • Composite Const ruction • Electrical Systems and Avionics Oct. 2

Columbus, OH

Oct. 2-3

Columbus, OH

• Test Flying You r Project • Sheet Metal Basics • Fabric Covering • Composite Construction • Cas Welding • Electrical Systems and Avion ics

Oct. 16-17

Corona, CA (LA Area)

• Introduction to Ai rcraft Bui lding • Sheet Metal Bas ics • Fabric Covering • Composite Const ruction • Electrical ms and Avion ics

Oct . 22-24

Lakeland, FL

• RV Assembly

(Sun 'N Fun

Campus)

Nov. 5-7

• TIC Welding

1-800-WORKSHOP 1-800-967-5746 VINTAGE AIRPLANE

25

BY H . G. FRAUT S CHY

JUNE'S MYSTERY ANSWER

O

ur June Mystery Plane must have been a real sturn per for all, since we only re足 ceived one answer. Bill Koelling of Great Bend, Kansas , correctly identi足 fied the Sikorsky S-31 as our subject . Bill points out that the S-31 was powered by the 200-hp Wright )-4.

The S-31 was one of Sikorsky'S earliest efforts after he emigrated from Russia during the Bolshevik Revo足 lution. Only one was built in 1925, after the construction of the large twin-engine S-29A. It was

sold to Sherman Fairchild's company for use in aerial surveying. Fairchild had not yet started his aircraft manufacturing business. The S-31 had a wingspan of 45 feet, and a length of 26 feet. Sikorsky found inspi足 ration in his new home . "In America I found the confirmation of my hope and came to understand the reason for the success of this country, nothing can equal free work of free men. This is the foundation upon which the indisputable success of the United States has been built. "-Igor 1. Sikorsky. ~

THIS MONTH ' S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF VAA MEMBER V I C PIKE. SEND YOUR ANSWER TO: EAA , VINTAGE AIRPLANE, P.O. Box 3086 , OSHKOSH , WI 54903-3086 . YOUR ANSWER NEEDS TO BE IN NO LATER THAN OCTOBER 10, 2004, FOR INCLUSION IN THE DECEMBER 2004 ISSUE OF Vintage Airplane .

YoU CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. DON 'T FORGET, WE'VE GOT A NEW E-MAIL ADDRESS FOR YOU TO USE WHEN SENDING IN YOUR RESPONSE. SEND YOUR ANSWER TO mysteryplane@eaa.org.

BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE!) IN THE BODY OF YOUR NOTE AND PUT " (MONTH) MYSTERY PLANE" IN THE SUBJECT LINE. 26

SEPTEMBER 2004

PASS

IT TO BUCK

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5 P.O. Box 424, UNION, IL 60180

All torqued up!

I've been working on our latest acquisition, a Cessna 120. This poor old clunker has been through a lot. It's been south of the Smith and Wesson Line and north of the border, and to make matters even more telling, it's been on floats for the last 23 years.

A lot of hands have touched this machine over these past 57 years.

Some were tender and understand­ ing, some were brutal.

While taking things apart for re­ work, one of the things we've found has been a seeming disre­ gard for torque values. Some of these nuts and bolts have been over done to the point where Rivnuts have been stripped out, and some bolts were tightened so hard that to remove them we re­ verted to a breaker bar.

The definition of "finger tight" has become "white knuckle" grip.

Not a good situation.

Proper use of the Torque Value Tables becomes most important when it comes to maintaining an airplane, or any other piece of equipment.

These Tables are readily avail­ able. Find them in the aircraft and engine manufacturer's specifica­ tions, shop manuals, and a general set of values that came with your wrench. Use whatever is available as a guide. Don't forget the handy chart published in Advisory Circu­ lar AC 43.138, Chapter 7. That's a good place to start.

Don't over-torque! Bolts can be stretched, Rivnuts can strip,

threads in both the nut and the bolt can be stripped, and the hold­ ing power becomes nil.

Consider the application. That tail wheel spring, steel against steel, requires a certain torque

The definition of "finger tight " has become "white knuckle " grip . value. Prop bolts, especially on a wood prop, become very impor­ tant. Spark plugs, brake pads, axle nuts, and many others have spe­ cific torque values. Use them and don't abuse the parts.

We paid engineers "big bucks" to design and build our machines.

They came up with these numbers based on design experience. Slam­ ming the car door isn't necessary; use only enough pressure to ac­ complish the job.

One of the toughest fasteners to properly torque is the castellated nut. The book says that except for highly stressed engine nuts, the nut can be tightened further to line up the hole unless special

torque limits are called for. Precau­ tion is the word here. Loosen it up, re-torque, and if you still have a problem, consider adding a thicker or thinner washer.

Most torque speCifications have a "fudge factor," a couple of pounds plus or minus in their ta­ bles. Tightening anywhere within those limits is acceptable. Don't go beyond the upper limit.

Easily over-torqued are the smaller sizes. The 6-32, 8-32, and the l/4-inch sizes are easy to overdo. Believe the tables. It's hard to believe the limit that the table calls for, but those values will do the job, so use them. Using a "shear" nut drops those values about 10 pounds.

Those 1/4-28 rocker box cover screws are most prone to the "white knuckle" theory. A big screw chaser with a little wrench assist is not the way to go. Squeez­ ing the life out of a gasket just won 't do the job. Over-torquing will deform the gasket and even deform the cover itself . A good gasket and a little sealant with the proper torque will do the job.

Keep all this in mind when you're doing those "owner/pilot" authorized items. Use the proper tools and the proper torque values.

Ask if you have doubts; don ' t guess. Your airplane will appreciate it and so will the person who opens it up the next time.

L ~ Over to you, ((

~t(UC-

VINTAGE AIRPLANE

27

THE GREAT VINTAGE FLYING W EE KEN D continued from page 17 weekend fly-ins, Sunday is a full fly­ in day with many new visitors, not just a "going home" day.

This year's highlights were many, but for most the arrival of the G­ ADWT Miles Hawk Trainer was the highlight, just a week after its first flight since restoration. This aircraft is owned by Richard Earl and Brian Morris and was superbly restored

by Jan Cooper's Newbury Aero­ plane Co. To EAAers, it will be more familiar as CF-NXT, Father John MacGilvary's aircraft that was part of the EAA museum collection for many years.

There usually aren't that many foreign visitors who fly in, but this year we had one who made an epic flight to get to Abingdon, all the way from Switzerland. The aircraft was the rare Potez 60, HB-SPM, one of three of these French pre-war sport aircraft believed still in airwor­ thy condition.

Another interesting Miles air­ craft was G-ADGP, a Hawk Speed Six owned by Roger Mills. The Hawk Speed Six was specially built

as a racing and record-breaking air­ craft and is the only survivor of three built. Several other Miles air­ craft were present, including a Magister trainer, a Falcon, three or four Gemini Twins, and three Mes­ sengers including G-AKVZ, which was flown in from Biggin Hill where it is part of the Shipping and Airlines collection.

As well as some Tiger Moths, there were also examples of the following de Havilland aeroplanes: Puss Moth, Hornet Moth, Leopard Moth, Fox Moth , several Gipsy Moths, and Dragon Rapide and Dragonfly twins.

American aircraft included a Waco YKS-7, Cessna Airmaster, Stinson Re­ liant, Fairchild 24, Aeronca K, Porterfield CP-6S, as well as the more common Cubs, Vagabonds, Champs, Chiefs, Luscombes, Taylorcrafts, and a Stearman.

Rare British aircraft included the Spartan Arrow G-ABWP owned by Richard Blain, the only Spartan aircraft still flying in the United Kingdom (not to be confused with the American Spartan company). (For more info

about Spartan Aircraft, visit http: //daveg4otu.tripod.com/iowweb/sim.htmi.)

The BA Swallow was a develop­ ment of the German Klemm 2S that was built under license by British Aircraft (BA); this Swallow, G-AFCL, is powered by a Pobjoy geared radial and was flown in by Chris Bloxham.

The Chrislea Super Ace G-AKUW is one of two airworthy Super Aces in the United Kingdom, both of which were at Abingdon, and was a pre-war private venture with its own unique flying control design.

G-AEXT is the only surviving Dart Kitten restored and was flown in by Alan Hartfield. It is powered by a JAP 99 engine.

Quite a number of homebuilts at­ tended , some modern and some vintage such as Druine Turbulents, Jodel D9s, and Luton Minors. The Luton Minor was one of the first air­ craft available in Britain that could be built from plans during the pre­ World War II period. G-ASML is a postwar example powered by a 1600cc VW engine and flown in by Barbara Schussler. .....

The Alaska (rcoupe Squadron continued from page 15 sions, the Ercoupes could be oper­ ated for just the cost of S or 6 gallons of fuel per hour, if you did­ n't figure in other small operation costs. It added up to a great savings to the state. These small planes can provide an excellent platform for aerial observation when transporta­ tion of quite a few people or large equipment is not needed. For all large tasks the helicopters are still available. He also mentioned that the Anchorage Battalion has still another Ercoupe, so that makes six of these small classic airplanes still doing good work in Alaska.

For the interested reader I have the following history and statistics on the Ercoupe.

Rick Durden wrote in the No­ vember 1998 issue of AOPA PILOT magazine: "Designed, prior to World War II, without rudder pedals, as a spin­ 28

SEPTEMBER 2004

proof airplane by the genius Fred Weick, who went on to many more successes in aviation, notably the Piper Cherokee line, the Ercoupe was and is a rather unique air­ plane. It can land at any speed from 60 to 100 mph, was the first tricycle-gear model to be manufac­ tured in quantity, was the first general aviation airplane to have a [fully] cowled engine, and is the source of great fun. Weick's design work resulted in an airplane that was very inexpensive, ahead-of-its­ time, well before WWII, and a reasonable cross-country ship; and if given its design choices and quirk, a very safe airplane."

So how did this unique flying machine develop? In the 1930s, Fred Weick, National Advisory Com­ mittee for Aeronautics (NACA), designed the W-1, in competition for a stall- and spin-proof airplane.

He was associated with Engineering Company (ERCO) and changed his design to a low-wing model that be­ came the Ercoupe. The first flight was in 1937, with production fol­ lowing immediately. The 7S-hp machines sold well, for they were inexpensive and a step above virtu­ ally everything on the market . As the Depression waned, 112 were built, but production was suspended during WW II. With the end of the war, Ercoupe joined the boom and bust of 1947-48. Five thousand sub­ tly varying models with power from 7S to 90 horsepower came out of the factory in the two years before things collapsed. The type certifi­ cate changed a number of times after that and a total of about 400 more airplanes were made under the Aircoupe, Alon, and Mooney names, but only those made by ERCO are Ercoupes. .....

FLY-IN CALENDAR

Flight Control Cables

Custom Manufactured!

,r-'

.....

J~'~==~~~~~~~~~~~_' WMNEWMA~

The following list ofcoming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintage@eaa.org. Information should be received fOllr months prior to the event date.

SEPTEMBER 10-12-Van Wert, OH-Van Wert County Regional Airport. Festival of Flight 2004, Sentimen taljourney. This year's festival is a celebration of the heroes of WWIL Vintage planes, airshows, music, flea market, demon· strations, exhibits, contests, food. Info: 419·232·4500 or jersons@msn.com.

SEPTEMBER 11·12-Bayport, NY-Brookhaven Calabro Airport. Annual Fly·ln of the Antique Airplane Club of Greater New York. Awards for various cat· egories, flea market, hangar party. Info: Roy 63 1·589·0374.

SEPTEMBER 12-Mt. Morris, IL-Ogle County Airport (C55). Ogle County Pilots and EAA Ch. 682 Fly· In Breakfast. 7am·noon. Info: 815·732·7268.

SEPTEMBER IS-Bartlesville, OK-48th Annual Tulsa Regional Fly·ln. Info: Charlie Harris 918·622·8400 .

SEPTEMBER IS-Ghent, NY- Klinekill Airport (NY!), EAA Ch. 146 Fall Fly·ln Pancake Breakfast, 8:30·noon, $5 . Fly·in or drive·in, all welcome. (Gas available at Columbia County Airport, 1B1.) Rain date 9/19. Info: 518·758· 6355 or www.eaa 146.org.

SEPTEMBER IS-Middletown, OH-Middletown Municipal Airport[MWO} "Chris Cakes" Pan· cake Breakfast Fly-in, 8am . 12n. Sponsored by the Middletown Aviation Club. Info: Bob 513· 422·9362.SEPTEMBER lS-lS-Rock Falls, IL-Whiteside County Airport (SQI). North Cen· tral EAA "Old Fashioned " Fly·ln. Forums, workshops, f1y·market, ca mping, awards, food & exhibitors. Fun for the entire family. Free admis· sion for aiL Sunday, Sept. 19th Super Country Breakfast. Pancakes, ham , sausage, eggs, fruit cup, juice, coffee, and milk. Info: www.nceaa.org.

SEPTEMBER 23·2&-EI Cajon, CA--Gillespie Field.

22nd Annual West Coast Travel Air Reunion.

Info: Harry, 619-583·0758.

SEPTEMBER 25-Hanover, IN-Lee Bottom Flying Field (641). Wood, Fabric, & Tailwheels Fly·ln.

The name says it alL.come and see us, you'll be amazed how friendl y and laid back "our family" is. Food and camping avai lable. A certified half­ fast aircraft asylum (certificate #1) . Info: 812·866­ 3211 or www.leebottom.com.

SEPTEMBER 25-Topping, VA-Hummel Air Field.

Wings & Wheels. Car & Air event featuring the Hardee's Air Team, antique cars & planes, plus fire apparatus, tractors & engines, arts & crafts of all types. Awards. Grounds open at 6am.

Parking $5. Special gift for first 200 en tries.

Call for registration costs. Info: 804·758·4330, in(o@willgsondwheel.lIs, or www.wingsolldwl1ee/s.lIs .

SEPTEMBER 25-2S-Nashua, NH-Boire Field, adjacent to the College. Daniel Webster College 2004 Avia­ tion Heritage Festival. Aircraft, speakers, activities.

Adult admission is SIS, children 6·12 are $7, and children under 5 get free admission. Special dis­ counts for families, seniors, veterans, and groups.

Info: 603-577-6625 or www.dwc.edll.

SEPTEMBER 2&-Simsbury, CT-Simsbury Airport (4B9). 20th Annual Simsbury Fly·ln sponsored by Simsbury Flying Club and EAA Ch. 324. The largest aviation event of its kind in New England.

Live music, a contingent of restored military ve· hicles, flybys of interesting aircraft, judging of aircraft in 15 categories. No admission fee. Info: Bill Thomas 860·693·4550, wdtllOmas@Sllet.llet.

OCTOBER l·3-Pottstown, PA-Pottstown Municipal Airport (N47), Bellanca·Champion Club East Coast F1y·ln . Info: 518·731·6800, Robert@beiiallca-cl1ampiollclub.com, or

Each Cable is Proof Load Tested and Prestretched for Stability

* Quick D elivery

*Reasonable Prices

* Certification to MIL-T-611 7 & MIL-C-5688A * 1/16" to 1/4" * Certified Bulk Cable and Fittings are Available

"'-..McFa,lane Avi.tlon Product.

McFarlane Aviation, Inc.

696 E. 1700 Road

Baldwin City, KS 66006

800-544-8594

Fax 785-594-3922

www.beiiallca-ciUllnpiol.cllIb.co.".

OCTOBER l ·3-Darlington, SC-VAA Ch. 3 Fall Fly· In. All Classes welcome, BBQ Friday, Aircraft judging/Ba nquet Sat. Info: jim Wilson 843­ 753·7138 or eiwi/son@/lOmexpresswoy.nel.

OCTOBER 2·3-Midland, TX-Midland Inl'l Airport, AIRSHO 2004, Com memorative Air Force HQ. Info: 432-563- 1000, est. 2231 or pliblicreiations@CClf/'q.org. \

OCTOBER 13·17- Tullahoma, TN-Beech Party 2004, A Bonanza. Sponsored by the Staggerwing Museum Foundation, Twin Beech 18 SOCiety, and Bonanza-Baron Museum. Owners and enthusiasts welcome. Info: 931-455·1974.

OCTOBER 22·23·Mound, LA·Ta llulah Regional Air· port (TVR). F1y·ln and Airshow at Vicksburg.

Friday night dinner for all performers and early fly-in participants. Sat. pancake breakfast, air· show 1·4 pm. Info: 318·574·584 1 or

www.mcfarlane-aviation.com sales@mcfarlane-aviation.com

EAA VINTAGE

AIRCRAFT

ASSOCIATION

r.c. woods@Woridnet.att.llet OCTOBER 22-24·Santa Maria, CA·Santa Maria Public Airport (SMX). Vin tage Biplane Fly·ln plus Auburn and Cord automobiles on display.

Lodging on the field, Radisson Hotel, 805·928· 8000. Info : eaacl1apter499@ya/lOo.com OCTOBER. 22·24-Santa Ma ria, ca-Santa Maria Airport (SMX) Vintage Aircraft Fly·ln/Wes tern Regional Meeting of Aubu rns, Cords, & Duesenbergs- Info: (80S) 925·8758, e-mail: eaacllapter499@yallOo. com

NOVEMBER 4-Madison, WI-Blackhawk Airport (87Y). EAA Ch. 93 Annual Chili Fly-In , 11 am­ 2:00 pm. Info: jim zf/ier@ao/. colll.

S

HARE YOUR INTEREST IN PRESERVING AND PROT ECTING OUR AVIATION HE RITAGE .

B ECOME A PART OF VAA AND RECEIVE

12 CO LORFU L AND

INFO RMATIVE

ISSUES OF

VINT AGE AIRPLANE , PLUS GAIN ACC ESS TO THE MOST SUCCESSFU L INSURANCE PROGRAM FOR VI NTAG E AIRPLANES ANYWHERE.

SEPl'EMBER 18-19 Virginia State EAA Fly-In Petersburg, VA (PTB)

www.vaeaa,org

OCTOBER 1·3

Southeast EM Regional Fly-In Evergreen, AL (GZH)

www.serfi.org

OCTOBER 7·10

Copperstate EM Regional Fly-In

Phoenix, AZ (A39)

www.copperstate.org

D UES

ARE

ONLY

$36

PER

YEAR

IF

YOU'RE ALREADY AN EAA MEMBER OR AS L OW AS

$46

TO JOIN BOTH EAA AND VAA .

JOIN TODAY!

800-322-2412 VI NTAGE AIRPLANE

29

Membership Services VINTAGE

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

Directory_

~

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

OFFICERS Vice-President George Daubner 2448 Lough Lane Hartford, WI 53027 262·673·5885 vaa(lyboy@mslJ .com

President Geoff Robison 1521 E. MacGregor Dr.

New Haven, IN 46774 260-493·4724 cllief702S@aol.com Secretary Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507·373- 1674

Treasurer Charles W. Harri5 7215 East 46th SI. Tulsa, OK 74147 918·622·8400 cwh@hvsll.com

stnes@deskmedia.com

DIRECTORS Steve Bender 85 Brush Hill Road Sherborn, MA 01770 508-653·7557 sstJ()@comcast.net

Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317·293·4430

David Bennett

P.O. Box 1188

Roseville, CA 95678

916-645·8370

antiquer@inreach.com

Jeannie HlU

P.O. Box 328

Harvard, IL 60033-0328

8 15·943·7205

dinghao@owc.net

Jolm Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

507·263·24 14

mj b(chld@rcmmect.com

Espie UButch H Joyce 704 N. Regional Rd. Greensboro, NC 27409 336-668·3650 windsock@aol.com

Robert C. " Bob H Brauer

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966·7627

dale{aye@msn.com

9345 S. Hoyne

Chicago, TL 60620

773·779·2105

pholopilot@aol.com

sskrog@aol.com

Dave Clark

635 Vestal Lane

Plainfield, IN 46168

317-839·4500

davecpd@iquest.net

Robert O. " Bob" Lumley 1265 South 124th Sl. Brookfield, WI 5300S 262-782·2633 lumper@execpc.com

Jolm S. Copeland 1A Deacon Street Northborough, MA 01532 508·393·4775 copelandl @;urlO,com

Gene Morris 5936 Steve Court Roanoke, TX 76262 8 17' 491·9 110

Phil Coulson

284 15 Springbrook Dr.

Lawton, Ml 49065

269·624·6490

rCDulsonS16@CS.com Roger GomoU

8891 Airport Rd, Box C2

Blaine, MN 55449

763-786-3342

pledgedrive@msncom

gellemorris@evl.net

Dean Richardson 1429 Kings Lynn Rd

Stou~~~7:ll589 dar@aprilaire.com

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-771·1545 shschmid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 920-231·5002 GRCHA@Charter.II,t

E.E. "Buck' Hilbert P.O. Box 424 Union, 1L 60180 815·923-459 1 blac@mc.lIft

Ronald C. Fritz 15401 Sparta Ave .

Kent City, MI 49330 916· 678·5012 rFritz@patllway" et.coln

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

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

• Address changes • Merchandise sales • Gift memberships

Programs and Activities EAA AirVenture Fax-On·Demand Directory · .. . . .. ..... . . .. ....... . .... 732·885·6 711 Auto Fuel STCs ............... 920·426·4843 Build/ restore information . ... . 920·426·4821 Chapters: locating/ organizing. 920·426-4876 Education ............. . ..... 888-322·3229 • EAA Air Academy • EAA Scholarships

Flight Advisors information .. .. 920-426·6864 Flight Instructor information . . . 920-426· 6801 Flying Start Program .......... 920·426·6847 Library Services/ Research ..... . 920·426-4848 Medical Questions ...... .. ... . 920·426·6112 Technical Counselors .. ....... 920-426-6864 Young Eagles ... . .. .. ... ..... 877·806·8902 Benefits AVA Vintage Insurance Plan ... . 800-727·3823 EAA Aircraft Insurance Plan . . . 866·647·4322 Term Life and Accidental .. . . . . 800·241·6103 Death Insurance (Harvey Watt & Company) Editorial ... . ................ 920-426·4825

...... . .. . . . . . .... . ..... FAX 920-426·4828 • Submitting article/ photo • Advertising information EAA Aviation Foundation Artifact Donations ...... . .... 920-426·4877 Financial Support .. .......... 800-236-1025

MEMBERSHIP INFORMATION

EAA

Membership in the Experimental Aircraft Associ­ ation , Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually.

AU major credit cards accepted for membership.

(Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Associaton and receive VINTAGE AIR­ PlANE magazine for an additional $36 per year.

EAA Membership , VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $4 6 per year (SPORT AVIATION maga zine n ot in· cluded). (Add $7 for Foreign Postage.)

lAC Current EAA members may join the Interna­ tional Aerobatic Club, Inc. Division and receive SPORT AEROBATICS maga zin e for an addi­ tional $45 per year.

EAA Membe rship, SPORT AEROBATICS magazine and one year membership in the lAC Divi sion is available for $55 per year (S PORT

AVIATION magazine not included). (Add $15

for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA War­ birds of America Division and receive WARBlRDS magazine for an additional $40 per year.

EAA Membership, WARBIRDS ma gaZ in e and one year membership in the Warbirds Divi­ si o n is avail abl e for $50 per ye ar (SPORT AVIATION magazine not included). (Add $7 for

Foreign Postage.)

EAA SPORT PILOT Current EAA members may add EAA SPORT PILOT magazine for an additional $20 per year.

EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not included). (Add $16

for Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittan ce with a ch eck or draft drawn on a United States bank payable in Unit ed States d o llars. Add re quired Fo reign Postage amount for each membership.

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

Copyright ©2004 by the EAA Vintage Aircraft Association All rights reserved.

VINTAGE AIRPlANE (ISSN 0091·6943) IPM 40032445 is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Cent.... 3000 Poberezny Rd., P.O. Box 3086. Oshkosh. Wisconsin 54903·3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM Vintage Aircraft Association. P.O. Box 3086. Oshkosh, WI 54903·3086. Return Canadian issues to Station A, PO Box 54. Windsor, ON N9A 6J5. 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 off...ed through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPlANE. P.O. Box 3086, Oshkosh. WI 54903·3086. Phone 920/426·4800.

EAAe and SPORT AVIATI O ~. the EAA Logof' and AeronauticaTN are registered trademarks, tradernari<.s, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service mari<s without the pennission of the Experimental Aircraft Association, Inc. is strictly prohibited.

The EM AVIATION FOUNOATION Logo is a trademar!< of the EM Aviation Foundation, Inc. The use of this trademar!< without the permission of the EM Aviation Foundation, Inc. is strictly prohibited.

30

SEPTEMBER 2004

~

BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods, valves, piston rings.

ingwires.com or call 800-517-9278.

Call us To ll Free 1-800-233-6934 , e-mai l

ramremfg@aol.com Website www. ramengine. com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA

VINTAGE

TRADER

ST., SPOKANE, WA 99202.

For Sale - 1939 Spartan Executive, 3500TT, 10 SMOH.214-354-6418.

Something to buy, sell or trade?

Airplane T-Shirts

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 fre­ quency discoun.ts.

Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VM re­ serves the right to reject any advertising in conflict with its policies. Rates cover one insertion per is­ sue. Classified ads are not accepted via phone.

Payment must accompany order. Word ad s may be sent via fax (920-426-4828) or e­ mail (c1assads@eaa.org) using credit card payment (all cards accepted). Include name on card , com­ plete address, type of card , card number, and expiration date. Make checks payable to EM. Address advertising correspondence to EM Pub­ lications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086

Flying wires available. 1994 priCing. Visit www.f/y­

150 Different Airplanes Available

Propellers - Wanted : McCauley AGM 72/ 47 or other PA-18 prop. 863-207-0548

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshir1s.com

1-800-645-7739

IA TRAINING - Brenco has a 25 year history of training A&Ps to obtain their Inspection Autho­ rization Certificate. The small class size (12

THERE'S JUST NOTHING LIKE IT

ONTHEWEBII

www.aviation-giftshop.com

A Website With The Pilot In Mind (and those who love airplanes)

max) combined with professional instruction provides an atmosphere with an outstanding reputation of nearly 100% pass rate on the FAA test. Students frequently comment that the Brenco training method not only fully pre­ pared them to take the test, but also trained them to function effectively as an I.A. Call 1­

Warner engines. Two 165s, one fresh O.H. , one

800-584-1392 for additional information or to

low time on Fairchild 24 mount with all acces­

reserve your spot for the next course available,

sories . Also Helton Lark and Aeronca C -3

scheduled at Gateway Technical College ,

project. Find my name and address in the Offi­

Kenosha. WI , from Oct. 6-10, 2004. (Courses

cers and Directors listing and call evenings. E. E.

are currently offered every year in Kenosha, WI

"Buck" Hilbert.

and Battle Creek, MI.)

AERO CLASSIC "COLLECTOR SERIES"

Vintage Tires New USA Production

Just Like in the Good Old Days AD the Randolph products, aD the Randolph colors, aD the Randolph quality. An aviation icon is back on the market again... to stay.

800-362-3490~ Or e-mail us at info@ randolpbaircraft.com

~' " ~~

Show off your pride and joy with a fres h set of Vintage Rubber. These newly minted tires are FAA-TSO'd and speed rated to 120 MPH. So me things are better left the way they were, and in the 40's and 50's, these tires were perfectly in tune to the exciting times in aviation.

Not only do these tires set your vintage plane apart from the rest, but also look exceptional on all General Aviation aircraft. Deep 8/32nd tread depth offers above average tread life and UV treated rubber resists aging.

First impressions last a lifeti me, so put these bring back the good times .....

New General Aviation Sizes Available :

500 x 5, 600 x 6, 700 x 8

Desser has the largest stock and selection of Vintage and Warbird tires in the world. Contact us with

DESSER

TIRE lit RUBBER COMPANY

~

TelePhone : 800-247-8473 or

(~

323-7214900 FAX : 323-721-7888

,

6900 Acco St., Montebello, CA 90640 3400 Chelsea Ave, Memphis, TN 38106 www.desser. com

VINTAGE AIRPLANE

31

elate Vanderpool Des Moines, IA

Learned to fly in 1964 Re-furbished BE Luscombe in 1993 Flew 5000 miles in 47 hours in 2002

Clate pictured with grandaughter Sara, who soloed in October 2003

"Just wanted to say it has been a pleasure doing business with AUA. Sales people were very helpful in answering questions.

I feel I am getting the best coverage for the dollar."

- elate Vanderpool

:'

The best is affordable. Give AUA a call - it's FREE!

800-727-3823 Fly with the pros... fly with AUA Ino. www.auaonline.com

Cnmn,~n' ,

EAA is proud to offer their members the opportunity to save on the purchase or lease of Ford, Lincoln, Mercury, Mazda, Volvo, Land Rover and Jaguar vehicles.

You can save hundreds, even thousands of dollars!

In more ways than one, it pays to be an EAA member. Take advantage of the Ford Partner Recognition Vehicle Purchase Plan. The simple way to save money on your next vehicle purchase.

Get your personal identification number (PIN) from the EM website (www.eaa.org) by clicking on the EM/Ford Program logo. You must be an EM Member for 1 year to be eligible. This offer is available to residents of the United States and Canada. Certain restrictions apply. Please refer to www.eaa.org or call 800-846-3612.

VOLVO

8 mazoa

~

LINCOLN

e

MERCURY

~

JAGUAR ~