VA-Vol-34-No-4-April-2006 by EAA Vintage Aircraft Association

LANE VOL. 34, No.4

APR I L

2006

CONTENTS

Straight and Level by Geoff Robison

VAA News

Aeromail

Aging Aircraft Finding new ways to keep them airworthy by H.G. Frautschy & Earl Lawrence

One Little Indian. The Golden Eagle Chief by Gilles Au liard

Swingin' Swift Gear The n uances of jacking, swinging, and inspecting Swift gear by Sparky Barnes Sargent

Restoration Corner by George York

Pass It To Buck Drilling Deeper by Buck Hilbert

Th e Vintage In structor CRM, Part II by Doug Stewart

Book and Movie Reviews by H.G. Frautschy

Mystery Plane by H.G. Frau tschy

Calendar

Classified Ads

COVERS

FRONT COVER: The Golden Eagle Chief is one of the rare airplanes that has managed to hang on through storage and confiscation. Read all about Bill Rasmussen's restoration, done with a bevy of friends . starting on page 8. Gilles Auliard did the story and the terrific photos . BACK COVER: " Schneider Cup 1925--Curtiss R3C ' is the title of this acrylic painting by artist John Sarsfield of Longmont. Colorado. The amazing race plane of 1925 was the winner of the Schneider Cup race held in Baltimore harbor on October 26, 1925, with Lt. James Doolittle at the controls. Powered by a 665·hp Curtiss V·1400 engine, the floatplane racer won with a speed of 253.575 mph . The original airplane is on display in the Smithsonian's National Air and Space Museum in Washington , D.C.

STAFF EAA Publisher EAA Editor·in·Chief Executive Director/Editor Administrative Assistant Managing Editor News Editor Photography

Tom Poberezny Scott Spangler H.G. Frautschy Jennifer Lehl Kathleen Witman Ric Reynolds Jim Koepnick Bonnie Bartel Advertising Coordinator Sue Anderson Classified Ad Coordinator Louise Schoenike Colleen Walsh Copy Editor Director of Advertising Katrina Bradshaw Display Advertising Representatives:

Northeast: Allen Murray Phone 609-265-1 666, FAX 609-265- 166 1, e-mail: a/leIlt1llIrray@1r1im/sprillg.colll Southeast: Chester Baumga rtner Phone 727-5 7]·0586, FAX 727-556-01 77, e-mail; (balllll J JUw,lIillilsprillg.culII Central: Todd Reese Phone 800-444·9932, FAX 816-741-6458, e-mail: todd(g";p'·lIIog.colII Mountain & Pacific: Keith Knowlton &. Associates Phone 770-516-2743, e-mail: kekllowltoll@nimlsprillg.com

GEO FF ROBISON PRESIDENT, VINTAGE AIRC RAFT ASSOC IATIO N

VAA's initiatives

Here I go again. It's time for an other column, and again I am think ing I have little to offer in the ways of wisdom to our valued membership. Somehow, someone always gives me an idea to get me going, and before I know it I have to edit for brevity. It has finally happened here in the great cold and snowy Midwest. Spring has finally poked its nose at us on a couple of occasions. One sure sign of spring for me is spring training for the B-I7's annual tour of these United States. As I am writing this month's column, I am actually en route to Oshkosh for this event. It was person ally a grand moment for me to hear that EAA's beloved Aluminum Over cast had finally returned to the skies on March ? Bear with me here, and always remember, a large portion of their stock machines fit into our age category, including the mighty Boe ing bomber I speak so reverently of. I can clearly recall the day, now nearly 10 years ago, when I was in Oshkosh for a board meeting and I was asked if I would like to take a hop on the B-17 for a systems check. I must admit that I casually accepted the offer thinking, "Yeah, this might prove interesting, if not at least a little fun./I Interesting became such a shallow word when, as I strapped myself into this machine, and those four Wright 1820s belched, barked, and then hummed I began to think, "This just might prove to be a different kind of airplane ride./I To make a long story short, I was hooked. At the time, the

FAA was still allowing people to fly the left seat of the big bird with an appro priate amount of dollars exchanging hands, so when the B-1? tour visited close to home, I parted company with those bucks and took another ride that included about 10 minutes or so of "stick time./I At the risk of making this sound any more like a warbirds commercial, you should consider tak ing this ride someday when we are in your neighborhood. I have had a won derful experience each year spending about four or five weeks on the tour. The smiles and looks of awe of the participants always tells the story of their abundant gratitude of having had the unique opportunity of tak ing a ride in such a historically signifi cant artifact of World War II. If I have sparked your interest, check out EAA's B-1? website: www.b17.org. To date, the responses we have gar nered from the various vintage own ers, restoration folks, and type clubs in regard to the proposed aging air craft initiatives developed by the EAA and the Vintage Aircraft Association have proven to be positive. This ini tiative will continue to be one of the hottest topics within the vintage air craft movement for quite some time. Although we have initially heard from a good number of individuals, it will become even more important to hear from even more of the core membership of VAA as this initiative matures and begins to actually de velop into some clearer framework. Stay in touch with us on this evolving

initiative, as we all know how impor tant it is that we see rules developed that everyone can live within. By the time you read this column I am reasonably certain we will have a clearer idea as to what the FAA's ini tial response may be to the proposed modifications to the FARs that hope fully will prove to be positive in im pacting this important issue at hand. Again, please be sure to communicate your ideas or concerns to us so we will have the best chance possible of im pacting this issue. It's that time of year again when we encourage everyone to give con sideration to supporting the Vintage Aircraft Association's Friends of the Red Barn. Last year's program was by all means a grand success. Your support was by all measures simply amazing as well as impressive. I am pleased to share with you the fact that last year's support was sufficient to fund the construction of a brand-new building to house the kitchen for our Tall Pines Cafe. Construction will be gin this month with our own Vintage volunteer group being assisted by the fine folks at EAA South Maintenance. EAA AirVenture Oshkosh 2006, the world's greatest aviation celebration, is July 24-30,2006. VAA is about participation: Be a member! Be a volunteer! Be there! Let's all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it ft~

HAVE YOU MA DE YOUR PLANS TO ATTE ND THE 2006 EAA AIRVENTURE ?

EAA A IRV EN TUR E OSH KOSH 2006 , TH E WORLD 'S GR EATE ST AVIATION C ELEB RATIO N- J ULY VAA I S ABOUT PA RTICIPATION: BE A MEM BER! BE A VOLuNT EER! B E TH ERE!

24-30

VINTAGE AIRPLANE

It's only a few short months away from the annual convention for EAA/ VAA members, and plenty of planning and work is already underway. Here are just a few of the items that will be featured on the EAA grounds:

Kids Plan Trip to Oshkosh in Aeronca They Restored

The kids could earn flying lessons for helping with the project-five free hours after the first SO hours of work on the plane and an additional hour for each additional five hours. The experi ence allowed many of them to solo, and some even earned a private ticket while working on the Aeronca. If the Aeronca makes it to EAA Air Venture Oshkosh 2006, at least two of the kids involved in the restoration will make the journey to Oshkosh with the airplane, taking turns flying along the way.

EAA AirVenture Welcomes American Barnstormers Tour

George Coon and Katelie Cobain work on new ribs during early days of the Wathen Foundation Aeronca Project. Over the past five years, about 20 Young Eagles at Flabob Airport in South ern California have helped restore a worn and weathered Aeronca Super Chief. Their goal: to bring it to EAA AirVenture someday. This summer, that wish could become reality, as the group prepares the aircraft for its first flight on May 1. The Thomas Wathen Foundation, headquartered at Flabob, purchased the airplane in 2000 after its owner's death. Organizers then found space on the air port where the kids could make the old bird airworthy again. The airplane was stripped of fabric and disassembled. Not much of the wood was usable, but it provided a handy pattern for building new wings, stringers, and floorboards. The steel parts were sent out for professional cleaning and then refinished by the kids. Adult supervisors from Flabob's EAA Chapter 1 offered guidance, but the kids did the work. Some of the kids volunteered to help overhaul the engine. Others in the group built new wings, covered the air frame, and installed wiring, plumbing, and instruments. 2

APRIL 2006

The American Barnstormers Tour will showcase the dazzling aircraft and the dashing men and women repre senting liThe Golden Age of Aviation" at EAA AirVenture, where the tour will conclude its nine-city schedule. The group plans to display as many as 20 meticulously restored aircraft from the 1920s, '30s and '40s in EAA AirVen ture's Vintage Aircraft area. They'll also be featured in showcase flights during the convention. The tour, which begins in Kalama zoo, Michigan, in mid-July, features the pilots and crews in period clothing as they re-create the period between the world wars when aviation captured the world's imagination. Several informal "mini-forums" in the display area will offer visitors a chance to discover more about the pi lots and flying machines that made this tour possible. Learn more about the tour at www.

americanbarnstormerstour.com .

EAA Fights Ethanol Legislation in Washington, Idaho If you use an EAA auto fuel STC in

your airplane, even if you don't live in either of these states, you should pay attention to this story. Since fuel prices have risen so dramatically in the past couple of years, proponents of domesti cally produced ethanol have been push ing legislation for the incorporation of ethanol in all gasoline intended for consumption in motor vehicles. Just as it did successfully in Mon tana last year, EAA is working to modify pending state legislation in Washing ton and Idaho that would require etha nol to be added to all gasoline sold in those states. "We're asking our members in these states to contact their elected repre sentatives and urge them to not just sweep a large number of their constit uents-aviators-under the rug with this legislation," said EAA Vice Presi dent of Industry and Regulatory Af fairs Earl Lawrence. Washington's pending legislation would reqUire all gasoline sold to con sumers for use in motor vehicles to contain ethanol by December 1, 2008, with no exceptions. Many aircraft can not currently operate safely with fuel blended with alcohol. WaShington reg istrations show more than 600 airplanes that have FAA-approved auto fuel sup plemental type certificates (STC), plus numerous ultra light vehicles and ama teur-built aircraft that operate with en gines that require auto fuel. Pending Idaho legislation includes aviation exceptions, but they would re quire new expenditures by airports or businesses that may not have the incli nation or available resources. A simple, workable compromise, which was successfully advocated by EAA and other organizations in Mon tana last year, exempts 91-octane, or premium grade fuel from having to in clude ethanol additives. This standard boosts the use of eth anol in automobiles but still allows ethanol-free premium gasoline to be

available for aviation, vintage cars, and recreational vehicles at every gas sta tion in the state.

IYED 2006: Make Plans to Participate The world's most successful youth aviation program holds its biggest day of the year on June 10, and you can take part. On International Young Ea gles Day, thousands of EAA volunteers in the air and on the ground bring the thrill and excitement of flight to thou sands of kids aged 8-17. EAA Chapter leaders, make sure you let EAA's Young Eagles headquarters know about your flight rally plans, and then, after it's over, drop an e-mail to youngeagles@eaa.org to let them know how it went.

Cessna 172 Is Golden at EAA AirVenture

See Joe Nelsen's 1956 Cessna 172, the

first one off the line, at EAA AirVenture this year. EAA AirVenture 2006 will salute the 50th anniversary of one of the general aviation fleet's mainstays, the Cessna 172 Skyhawk. About 42,500 have been built since its introduction in 1956, making the 172 the most plentiful gen eral aviation aircraft in history. "The Cessna 172 may not be the fastest or flashiest airplane on the flight line, but perhaps more than any other airplane, it has allowed people to realize their dream of flight," said EAA President Tom Po berezny. "The Cessna 172 brings thousands of aviation enthusiasts to Oshkosh each year to what's known as 'av iation's family reunion,' and this year we invite anyone who owns or has flown this workhorse aircraft to come to Oshkosh to celebrate its golden anniversary." Already confirmed to appear is Joe

Museum Events A sure sign of spring is the annual opening of EAA Pioneer Airport, tak ing place this year the weekend of April 29-30 . Reserve a flight in EAA's 1929 Ford Tri-Motor or other vintage aircraft. Kids aged 8-17 can make their EAA Young Eagles flight and join the long list of Pioneer's Young Eagles . (More than 1,200 Young Eagles flew at Pioneer Airport last year alone .) The airport will be operational every weekend until mid-October, and daily from Memo rial Day through Labor Day. Visit www.pioneerairport.orgfor more information.

Nelsen of Gunter, Texas, who owns the first Cessna 172 built. EAA is also working with Cessna Aircraft, the Cessna Pilots Association, and other Cessna owner and pilot groups to recognize the aircraft and their owners during the event.

Other Cessna 172 activities during EAA AirVenture include: • Cessna 172s arriving and parking to gether in EAA AirVenture's "North 40" aircraft camping area; • A display of notable Cessna 172s on AeroSheli Square, including the first and most recent models; • A schedule of forums on the Cessna 172; • A special exhibit of the artwork of Richard Van Eyck, Cessna's consulting

design engineer;

• An evening event at the EAA AirVen

ture Museum.

Look for final details of the various

172 celebrations as they are confirmed

at www.airventure.org.

'Coupes and Cubs Fly-In On May 13-14, EAA holds the an nual 'Coupes and Cubs Fly-In at Pio neer Airport. Join the Wisconsin wings of the Ercoupe Owners and Piper Cub clubs, along with the National Aeronca Association for two days of classic low-and-slow aircraft flight. Those flying in need to register; con tact Syd Cohen via e-mail at sydlois@ charter. net or call 715-842-7814 . .......

Interesting Websites Log on to www.LiveATC.net and you can stream live audio feeds from air traffic control facilities all over the United States and Canada, as well as many international feeds. It's fascinating listening if you enjoy the action from the tower, center, or even UNICOM. The audio will open in your favorite audio player program, such as Apple Computer's iTunes or Microsoft's Windows Me dia Player. Did you know the FAA has most of its publications available online and that much of its published materials are available as downloadable PDF files? The flying season for the northern half of the United States is just about to start, and part of the list of materials a pilot should review before flight (and especially before a flight review) is the Aeronautical Information Manual. You can view the AIM at www.faa.gov/ATPubs/AIM. One of the most amazing downloadable applications I've ever seen is Google Earth. The application supplied by Google for your PC is fused with an online program in Google's servers that allows the user to zoom out or zoom in to a re markable level of detail. In urban areas, detail in the aerial photomaps is much higher than in older mapping photos that covered more rural or smaller loca tions, but it's still neat to zoom in on your hometown airport and review the local area. The age of the photos does vary widely, depending on when the last aerial survey was done, so I wouldn't count on it to show every new home in a subdivision. To check it out, log on to http://earth.google.com. VINTAGE AI RPLANE

Friends of the Red Barn Campaign

Many services are provided to vintage aircraft en thusiasts at EAA AirVenture Oshkosh. From parking airplanes to feeding people at the Tall Pines Cafe and Red Barn, more than 400 volunteers do it all. Some may ask, "If volunteers are providing the services, where is the expense?" Glad you asked. The scooters for the flightline crew need repair and batteries, and the Red Barn needs paint, new windowsills, updated wiring, and other sundry repairs, plus we love to care for our volunteers with special recognition caps and a pizza party. The list really could go on and on, but no matter how many expenses we can point out, the need remains constant. The Friends of the Red Barn fund he lps pay for the VAA expenses at EAA AirVenture, and is a cru cial part of the Vintage Aircraft Association budget. Please help the VAA and our 400-plus dedicated volunteers make this an unforgettable experience for our many EAA AirVenture guests. We've made it even more fun to give this year, with more giving levels to fit each person's budget, and more interesting activi ties for donors to be a part of. Thank·You Items by Level

Your contribution now really does make a differ ence. There are six levels of gifts and gift recognition. Thank you for whatever you can do. Here are some of the many activities the Friends of the Red Barn fund underwrites: • Red Barn Information Desk Supplies

• Participant Plaques and Supplies • Toni's Red Carpet Express Repairs and Radios • Caps for VAA Volunteers

• Pizza Party for VAA Volunteers • Flightline Parking Scooters and Supplies • Breakfast for Past Grand Champions • Volunteer Booth Administrative Supplies • Membership Booth Administrative Supplies • Signs Throughout the Vintage Area e Red Barn and Other Buildings' Maintenance e And More!

Name Listed: Vintage, Web & Sign at Red Barn

Donor Appreciation Certificate

Platinum, $750

Gold, $500

Silver, $250

Bronze, $100

Loyal Supporter, $99 & Under

Diamond, $1,000

Access to Volunteer Center

Special FORB Badge

Two Passes to VAA Volunteer Party

Special FORB Cap

Breakfast at Tall Pines Cafe

Tri-Motor Ride Certificate

Two Tickets to VAA Picnic

Close Auto Parking

2 People/Full Wk

2 Tickets

Full Week

2 People/ Full Wk

2 Tickets

2 Days

1 Person/ Full Wk

1 Ticket

VAA Friends of the Red Barn

Name_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _EAA #_ _ _ _ VAA #_ _ __ Address___________________________________________________________________________________ City/State/Zip_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Phone__________________________________________E-Mail______________________________________ Please choose your level of participation: __ Diamond Level Gift - $1,000.00 __ Silver Level Gift - $250.00 __ Platinum Level Gift - $750,00 __ Bronze Level Gift - $100.00 __ Gold Level Gift - $500.00 __ Loya l Supporter Gift - ($99.00 or under) Your Support $ _ _ D Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) D Please Charge my credit card (below) Mail your contribution to: Credit Card Number ________________________ Expiration Date _ __ Signa ture __________________________________

EAA, VINTAGE AIRCRAFT ASSOC. PO Box 3086 OSHKOSH, WI 54903·3086

*00 you or your spouse work for a matching gift company? If so, this gift may qualify for ' - - - - - -- - - -- - - - - - - - ' a matching donation, Please ask your Human Resources department for the appropriate form,

Nan1eofCompany~~~----~~~~~--~~--~~~~~~~~~~~~~~

Tile Villtage Aircraft Association is a non-profit edllcational organization under IRS SOlc3 rules. Under Federal Law, tile deductioll tram Federalincollle tax tor cliaritable contriblltions is limited to the amount b)' wl1icl1 an)' money (and the vallie at an)' property otl1er tllan money) col/tribllted exceeds tl1e vallie ottlle goods or services provided il/ exciJange tor tile contribution. An appropriate receipt acknowledging )'0111' gift will be sent to )'0/1 tor IRS gift reportil/g reasons. 4

APRIL 2006

. tfa I e next morn hOlJes of reac JOg orlandlo by nlll.sfted oif the runway at I Iightp anes ing some SO-p uS the land of the sun. Chattanooga headed for in Valdosta, Georgia. Land All went well untIl reach t1~at the cold front was now ing at Valdosta, we learn~d II of north Florida, with celi a warm front that covere a00 feet with driZZle and fog . g from zero to 2 ' ings varym t until the next day. and no improvemen

I'll answer the other ques tion in January 2006-the wallow at the end of Nick Rezich's last article. It seems to be a Hisso-Swallow, c/n 1-R, [10283]. The registra tion comes from the photo an d some searc h·mg 'm t h e

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registrations of Aerofiles.

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com to complete the par ~"• • • • • • •~~. . . tially blanked-out "8," and the c/n from Aerofiles, too-per continu e farther haps indicating some modifica back toward th e tail. I have re tions by Big Nick himself? The ally enjoyed your reprinting aileron interconnect is a strut of Big Nick's articles; I learned here rather than the wire on the a great deal from them, espe hotos in Juptner's Vol. 1 (ATC cially about the Howard Air SO) for the Hisso-powered craft days. Wonderful material. Best regards, allow and other Swallows.

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the headr es t seems to

Jack Erickson

SEND YOUR COMMENTS AND QUESTIONS TO:

VAA,

LETTERS TO THE EDITOR

P.O. BOX 3086

WI 54903-3086

OSHKOSH,

OR YOU CAN E-MAIL THEM TO: VINTAGEAIRCRAFT@EAA .ORG VINTAGE AIRPLANE

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Like· their owners, aItl.d pilots, A A "', general a\iatiqp aircraft today are getting older, and by 2020 the av erage single-engine airplane will be SO years old. With age come new ailments, the result of wear, care, and necessary repairs. Pilots have it better than airplanes because they can take immediate advantage of the latest tests, drugs, and replace ment parts. Production airplanes, on the other hand, by regulation must be maintained to their orig inal condition, using the parts and processes in place at their birth-even if that was a half century ago. What makes maintaining an air plane's health (or restoring it) even more challenging is acquiring the necessary data-the engineering drawings and specifications, main tenance procedures, and related information-from the manufac turer, or the person or company that now owns the airplane's type certificate. Over the past decade the critical need for this data has grown, and it has been the subject of continual discussions between EAA and the FAA at their semian nual issue and solution summits, and at EAA AirVenture Oshkosh among industry groups and type clubs. Unfortunately for all involved, there has been precious little move ment on the issue. For many rea sons, liability chief among them, many of those who own the type certificate data have decided not to release it, even though they haven't produced the airplane-or parts for it-for decades. Without the data, owners of these aging aircraft can'fI

APRIL 2.006

not have new parts made because current government regulation'S . 'e quire them to be derived from the aircraft's original TC data or hire an engineer to re-create the data . If a third-party part, FAA approved by a parts manufacturing authority and supplemental type certificate, does not exist-the airplane owner is stuck on the ground.

THE SOLUTION IS SIMPLE : IF YOU CANNOT ACQUIRE THE INFORMATION NEEDED TO MEET THE CURRENT REQUIREMENTS FOR MAINTAINING , REPAIRING, AND RESTORING AGING AIRCRAFT-CHANGE THE REQUIREMENTS . To overcome this situation, for the past several years the FAA and industry, including EAA and its di vision, the Vintage Aircraft Asso ciation, have worked together on the Aging Aircraft Ad Hoc Com mittee to make replacement parts more available and approval for ba sic repairs easier to obtain. With the publishing of Best Practices Guide for Maintaining Aging General Aviation Airplanes, the committee's efforts reached a point where their contri

', .

bution to_safety jlHd Gont·~nued air: ~orthiness is small compared to the resources I}eeded_to qchieve them. To earn a type certificate, man ufacturers had to give the govern ment much of the data we now need. In the past EAA and the FAA have attempted collectively to cre ate an avenue by which the agency can release it. But recently DOT at torneys have made it clear that the FAA cannot release the data, which is intellectual property, without the permission of the TC's owner. They even hold to that rule even if the TC owner cannot be tracked down, or if it can be proven that the company has no corporate heirs . Even if the lawyers approved, there are questions about how much data actually resides in the govern ment's archives. Especially for the aircraft born during avia tion's golden age, it may not ex ist in any form, and if it did the data would only benefit a small number of aircraft. EAA will continue to investi gate and propose ways that will allow the FAA to release the needed data. At the same time, how ever, EAA has proposed a solution that will enable owners to restore, repair, and maintain their vintage airplanes in a safe, airworthy condi tion now. It is based on a number of initiatives EAA pursued to lessen the weight of the regulations and allow owners to install some equipment that improves safety, like shoulder harnesses, without TC data. The solution is simple: If you can not acquire the information needed

to meet the current requirements for maintaining, repairing, and re storing aging aircraft-change the requirements. The issue at hand is simple: How do we make it possible for an aircraft owner and his certifi cated mechanic to safely maintain a vintage airplane, which includes the use of new technology for im proved safety, without current roadblocks that now hinder the im provement and continuing airwor thiness of vintage aircraft? There are a number of ways to do this, and the first priority of each of them is the same: safety. After studying the pros and cons of each, EAA derived an option: allow the use of accepted data, without the requirement that it be accompa nied by type-approved data . Accepted data represents the body of all aviation knowledge. It's the pool from which the type approved was created. Today's engineers are just as capable of cre ating a wing spar for an airplane built in the 1950s as the engineers were in that era, maybe even more so because today's professiona ls are working with greater knowl edge and newer resources and ma terials. And any A&P worth his or her certificate knows how to use the pragmatic form, fit, and func tion tests to replace cable-actuated expanding shoe brakes with new hydraulic disks . Implementing such a solution creates another issue because using modern parts not approved for the airplane by STC or field approval, in effect, "voids" the type certifi cate because they don't comply with the airplanes approved data, and in this is a solution. In simple terms, approved data exists to protect the safety of the flying public, whether they bought an airline ticket, hailed an air taxi, or rented an airplane from the lo cal FBO. In exchange for the ability to maintain a vintage aircraft us ing accepted data, the owner gives up any current or future commer cial use of the airplane. Once an

owner makes this decision, which stays with the airplane no matter who owns it, there would be no turning back. No matter how big or how small, how simple or how complex, the airplane can never again be used to carry persons or property for hire. Ever. If an owner d ec ides to "opt out" and maintain his or her vin tage airplane under the proposed solution, an A&P must maintain and inspect the airplane in accor dance with Part 43 of the Federal Aviation Regulations. EAA proposed this solution to th e FAA at their winter recre ational aviation summit in Osh kosh this past January, where it

was received with words of en couragement and a request to con tinue to refine the proposal. What the final solution will look like depends on many variables, so lutions to minute details of such a plan. One of them will be keeping track of and identifying vintage air craft that have traded commercial operation for the new maintenance opportunities (and an easy solution would be to give the airplanes new "Vintage " category airworthiness certificate). Regardless the issues, however, EAA will continue to work with the FAA to find solutions that will keep vintage airplanes affordably airwor thy-and flying safely.

"approved." -Would be a one-way recertification.

CABIH H£ATE~ / " / ' 8LAHKET~

-Aircraft would still be maintained per Part 43.

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-Documentation of all repairs and/or alterations would-still be accomplis -Aerobatics would be prohibited. ~/64' ;;!2:'..... STREAM~.

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-The carriage 0 people and/or 'Pl<O~ would be 3 I-AtR -Changes to type of powerplant OJ' airfqils would

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,- c6u!d allow the installati~f afi~\ne . arts or componeq; ~ pmplied , . with ii,TC, PMA, or other airera standard even if not approved for that '"-'" aircraft model. Examples~ ~rtel'S, batteries, alternators, fuel pumps. r'

-Could,allow for cha nge of ~-mge$:aJiillpr-ptopeliers as long as the compo nents met TC and' or,accepted aircraft industry standards and were within b T'f 'T\ l . +/-10 percent of the original horse~wer and +10/-30 percent of the weight. -Could allow for installation of new seats in older aircraft. -Could allow the manufacture of new spars with new materials that have the same fit, form, and function of the old spar. -Aircraft would not be limited in size or complexity. -This is not a new Experimental category; Part 43 airworthiness regulations would still apply. -The installation of parts and items that are not PMA or TSO compliant would be allowed. -Transfer to the new category would mean the loss of any privileges to carry persons or property for hire. -Transfer to the new category would be a one-way process. -Transfer to this new category would not be mandatory. - EAA is not proposing another Experimental category. VINTAGE AIRPLANE

BY GEORGE YORK

11310, Ale 1085

EAA

choose. Nostalgia, for the first-time Current Editor's Note: This issue of Aircraft Selection After a potential restorer/re restorer/rebuilder, can playa big Vintage Airplane contains the first in a series of nine articles pertaining to builder has determined that he or part in that first selection. Often the restoration of antique and classic she is going to do an airplane, the times individuals want the airplane airplanes. They were originally written most important consideration is they soloed or pOSSibly had a first in the mid-1980s by directors of the the blessing of the family or at least ride in. In some cases, they figure then-named Antique/Classic Division its tolerance of the situation. The they can buy a rebuildable airplane of EAA, but they are still relevant for next most important item will be of the kind they've always wanted today's vintage aircraft enthusiasts. the selection of the aircraft make or couldn't afford. Thus, by doing their own work, the lower purchase The late George York, a longtime vol and model. unteer judge and chairman of classic There are many, many consid price will afford the opportunity to aircraft judging for many years, wrote erations, nearly as many as there meet this lifetime longing. our first article. Our members have are prospective rebuilders. Do you One selection for restorers/re years of experience and a tremendous want an aircraft for utility one that builders is further controlled by amount of talent; however, it's likely you will use for transportation, or what is available and how much everyone will learn something new do you already own such an aircraft money can be afforded initially. from each article. Please let us hear and want to restore an antique that You have to consider not only the from you; write to H.G. Frautschy, Edi you will consider a showpiece? initial cost, but also if the available There are two classes of restorable airplane is fairly well complete and, tor, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086, or e-mail aircraft-one is the classic (post if not, whether the parts are avail vintageaircraft@eaa.org.-HGF World War II), which is a service able. One has to take a good look able airplane that can be used as a in the mirror and evaluate his or Original Editor'S Note (abridged): modern means of transportation her ability, talent, previous resto The officers and directors of the An and still attend fly-ins and compete ration experience, the difficulty of tique/Classic Division have accepted in show competitions. A few an the project decided upon, and, of the responsibility for many of the arti tiques also meet this qualification, course, the nagging question-will cles, but contributions will be provided but most of the antiques were built this satisfy the family? by others as well. The subject matter up to the end of 1945 (prewar and All of this is further complicated will range from selecting a project to wartime) and are more show than by where you are going to do this test flying the finished product. project. Is the airplane too big for transportation aircraft. As the series progresses, if read There are, of course, exceptions that one-, two-, or three-car garage? ers wish to share their ideas, tech to every rule. In the antique cate Do you have the weather environ niques, etc., they are encouraged to gory are such aircraft as the wartime ment that will allow you to work in do so. Just because a subject has Stinsons, Fairchild 24s, Staggerwing that big building behind the house been presented doesn't mean the Beeches, Howard DGAs, and the (if there is such a structure) , or is matter is closed. We plan to publish Waco Cabins to name a few. How this a project that has to be done at supplemental information on the vari ever, most of these airplanes burn a local airport? ous subjects, and we look forward to more fuel and are slower than their Should it turn out to be a project reader input. classic passenger-hauling counter that must be done at the local air Some of the material presented parts. Here we're referring to the port, you must remember you will may be "old hat" to those who have Cessnas and Beech Bonanzas from have the expenses of hangar rent, been in the vintage airplane hobby the period prior to 1955. (We've electric power, and heat and always or business for many years, but new since added the Contemporary cate the need for tools. comers have to start at ground zero, gory, 1955-1967.-HGF) Under the discussion of tools , and this information could be the ba Once you have determined when you took that long look in sis for a manual of sorts that could whether you want an antique or the mirror, you should have deter be referred to for years to come. classic aircraft, there are still many mined if you're a metal person with - Gene Chase variations as to which you would the background for bending, brakReprinted from Vintage Airplane February 1986 8

APRIL 2006

ing, riveting, and working with cloth onto the airplane faster than i1y support, available monies, and metal, or if yours is a background one knot every three minutes. This financial condition, to say noth of tube and cloth. Do you have suf computes out to be 20 rib stitches ing of your ability to handle (fly) ficient equipment, or do you have per hour, and figuring labor at $20 the aircraft once you have finished to buy equipment (tools)? What per hour (1986 dollarsf-HGF), it your showpiece. friends can be of assistance, even does not take a mathematical ge If you are not honest, then you if only to offer a slap on the back nius to figure out that each rib are in a position where you prob when you find the going is a little stitch is costing $1. This means ably will never get the project tougher than anticipated? that just sewing the cloth to the air done. Then you should be willing Further to all of the above, do frame costs $6,OOO! Hence, it is my to humble yourself or find some you have the blessing of your lo suggestion that first-time restorers kind of alibi as to why the proj cal airframe and powerplant me choose a much simpler aircraft for ect isn't finished and then sell it. chanic (A&P)? Hopefully, he also their first project. There are many people out there has an inspection autho who have bitten off more rization. If you're going than they can chew, and the antique route, does he their projects lie dormant, lean toward cloth-covered rusting or rotting away be machines? If he is going to cause they are too proud assist you in working with to admit the truth. your airplane, this is an The restoring of an air important consideration, craft is a self-rewarding ac particularly if you're going complishment and can to get into one of the more become as complex and as complicated airplanes. complicated as the aircraft In the selection of the you select to rebuild. aircraft, hopefully you The first aircraft I rebuilt was a 1941 Aeronca Chief. have considered the area where you are living My reason for rebuilding FAllaY \V,"Lt. CO~P~T'. and will be building, as this particular plane was be thought should be given cause I learned to fly and to climatic conditions for soloed one in the WWII doping and painting. Civilian Pilot Training Pro Money was mentioned gram for naval VS avia above. This is always an tion cadets in the spring of 1943. Am I ever glad that important consideration; however, the writer looks my nostalgia didn't de upon the restoration of aircraft as In selecting a first-time proj mand a Howard DGA or Stagger a hobby. For me, it is not meant as ect, it is recommended (not just a wing Beech. After years of working on vintage a livelihood, and as most restorers thought) that you start with some know (other than the professional thing like an Aeronca, Piper Cub, airplanes as a hobby, I have gradu rebuilders who very well know Taylorcraft, Porterfield, Luscombe, ated and soon will be finishing a what they're doing) , the rebuilding or Cessna. For the restorer who has Staggerwing Beech. But, ladies and of an aircraft is by no means a mon had a lot of experience or who has gentlemen, after 12 years of part eymaking venture. The low value been a helper or partner and is going time work, this complicated aircraft return on your labor will prob on his or her own with the blessing would never have been close to be ably surprise you! As an example, of a qualified A&P mechanic who's ing finished if it had been my first one could consider the time spent there when needed, then go with project. So, if nostalgia is the reason standing around thinking about the more difficult airplane. for your selection and the plane is how to do something as being lost. After you've had several projects complicated, store it and find a less I like to tell that the Beech Stag under your belt and have found it difficult aircraft within your work gerwing has more than 6,000 rib to be a most enjoyable hobby, then ing and flying envelopes to rebuild stitches holding the fabric. Since it's time to look at the more com as your first project. the knots are buried under the fab plicated airplanes. The entire selec Do not get caught in the trap of ric and spaced 1 inch apart, I defy tion process depends on honesty. striving for too much, too soon. anyone to layout the rib stitching, You have to be honest with yourself You apparently have seen many punch the holes, and rib stitch the as to your talents and ability, fam aircraft of th e grassroots, lightVINTAGE AIRPLANE

weight variety that literally have been brought back from basket case starter kits to become grand cham pions at Oshkosh. If memory serves me correctly, two Aeronca Champs, a Cessna 140, and a Piper Vaga bond have received this top award, so it's not necessary that you have the biggest, most complex airplane with which to compete. Good luck on your selection.

Locating a Restorable! Rebuildable Airplane Once a person has selected the make and model for a project, he or she can begin the search. Locat ing a rebuildable airplane often de pends on your selection and your flexibility as to what you are willing to accept for a project. Unless you have positively, absolutely deter mined that you have to have a par ticular make and model (oftentimes impossible to locate), your selec tion will vary according to the loca tion of the airplane. An example would be the selec tion of a rare version of an Aeronca Chief, and the only aircraft you could find of this particular make and model is located in a remote section of Alaska. On the other hand, only 50 miles from you is an equivalent airplane, another side by-side aircraft-a Taylorcraft. The cost and problems of securing one over the other can be sufficient rea son to change your selection. That is why a certain amount of flexibil ity is desirable in selecting a proj ect. If you are really determined to have the aircraft that is difficult to bring home and money is no ob ject, then, of course, you're headed for Alaska. With the above logical reason ing in mind, a person sets out to lo cate an aircraft, and there are many ways this can be accomplished. If you are strictly going by conven tional methods, you will study Trade-A-Plane and other airplane advertisements and, of course, spread the word among your trust worthy friends . 10

APRIL 2006

I would like to describe a few methods I have used in locating air craft from 1959 through the pres ent. No one particular method will apply to everyone, but certain vari ations may be the answer. In 1959 I decided I wanted a 1940 Aeronca Chief. First I told my bud dies. In those days there were sev eral Chiefs around. However, I also contacted the AOPA and talked to a cooperative gentleman by the name of Col. Little. Little advised that the AOPA had a service whereby it could provide a computer print out of all aircraft registered with the FAA of a particular make and model. The AOPA computer print out contained an aircraft I later found to be listed in the FAA Civil Aircraft Register book. The aircraft was identified by the code number 0190902. This was the FAA's num ber for an Aeronca Chief. (Nowadays you can obtain that information using a personal com puter and access to the Internet. You can search the FAA database within the FAA's own website, or use the database search engine available at www.landings.com . Scroll to the bottom of that site's home page, and click on Databases. There you'll find a variety of ways you can search the aircraft and air men records.-HGF) At that time, there were 1,030 of those units registered . On receipt of this information, I enthusiastically started checking each one of them. Each aircraft listing included serial number, N number, engine, and city and state. Also listed was the last license date. If the aircraft was out of license for a great number of years, this was also noted. There were many 1940 and 1941 Aeronca Chiefs in the state of Ohio, and I proceeded to write or telephone each of the owners. Many of my letters were returned and many of the addresses were inactive, but with a little detective work the people were located. The detective work began by knowing that an individual had an airplane

in a particular town, county, or area. By checking with the police or sheriff's department or the city hall, I usually found a person who was cooperative. In some cases I checked with the local Chamber of Commerce. In any event I can honestly say that barring a death with no sur vivors, I usually ended up locating the person I was looking for. Often times the airplanes were stored, and I obtained some ridiculous prices, as in 1959 and 1960 there was not the demand for "old planes" there presently is. If a person is trying to locate a rare airplane, more effort must be expended. I always purchased a copy of the FAA's U.S. Civil Aircraft Register. I obtained copies consec utively from 1959 until the FAA quit making them available. The volumes came out twice a year and were about 3 inches thick. The in formation is no longer available in book form, but it is obtainable. (See our note above regarding searching the database.-HGF) The listings are available by N number, make and model, or owner's name. Another searching technique is going to the FAA headquarters in Oklahoma City and personally searching through the records. An alternative is hiring one of the in dependent title searching businesses in Oklahoma City. Many inactive airplanes are no longer in the active files in Oklahoma City, but the in formation is stored in other sections of the country with the FAA. For a small fee and a decent waiting time, this information can be obtained. Back when I was actively look ing for airplanes, I took vacations that ended up in Oklahoma City, spending two or three days por ing over records of the particular airplane I was seeking. It's impor tant to know the registration num ber of the plane when it was last registered. This provides the data needed to obtain from the records the last reported information to the FAA. Armed with this, one

traces back to the city to try to lo cate the individual or family. It's almost like looking for a lost per son in some cases. Here's another method I used for years when I learned of a plane I'd like to have: I would trace it down through the FAA, AOPA, and the U.S. Civil Air craft Register book. When I found it had been out of service for a while but was last located in "Pin Hook, USA," I would use my am ateur radio operator facili ties. With call letters K8MFZ I would get on the radio and talk to my friends. I would work with those who were in or around Pin Hook, USA, and would bring up the sub ject of old airplanes and people who were interested in them. Then I would ask if anyone knew a "Joe Do akes who had died 10 years ago" or knew of his family. Ninety-five percent of the time I would get an answer, and many times I would be given a phone patch to some relation or heir. It wasn't unusual to hear, "My gosh, cousin Charlie's got Uncle Eddie's airplane in his barn. " It's not always that simple, but at times the radio did help. I'm only sorry that I do not have my amateur radio working today. I have since devoted more time to other things and allowed my li cense to lapse, but this did work back in the middle '60s up to the early '70s. Another method of locating an old airplane after you've narrowed it down to the general area and you've found no information at the courthouse is to go to the county home or nursing homes and spend a Sunday afternoon with some of the old-timers. They will really en joy it and can give you a lot of in formation. I have had enjoyable times running across old-timers in volved with aviation. They are not all senile, and many of them can be

very helpful. Besides, they will en joy talking with you, and you will feel better for having visited them, especially if you do not go there with the 100 percent ulterior mo tive of finding an airplane.

ways to locate people on the Net, in cluding using Netscape's White Pages at http://wp.netscape.com/netcenter/ whitepages.html. -HGF) As a working member of the Stag gerwing Club, people contact me wanting to know the pres ent location of the same air plane they once owned. The more you become involved, FI~'LOCA"~(f the more people will con tact you. I have noticed that those who have are those who have been willing to help. Communication is of ten the secret to success. ~y A sure way to have peo ple tighten up and not be helpful is to be more knowledgeable than they are in discussions. Take ad vantage of being a good lis tener. And never violate the unwritten rule of not buy ing a plane out from under neath a confidante. Believe me, you will no longer have help from this person or any of his or her friends on future projects. Many peo ple will sacrifice to help a A fine way of locating airplanes, friend locate an airplane. If I know of an aircraft that I other than the easy method of us ing Trade-A-Plane and watching for feel I cannot afford nor see my ads in other publications, is to be way clear to purchase in the near come involved in aviation in your future, I will pass the information area. Join the local aviation group, on to a person who is qualified then give of your time and be of to restore it and who wants that assistance to other people. Some particular model. Resurrecting old day someone will come to you and airplanes is a necessary function say, "I know of an old airplane, and of keeping this hobby of ours go I'll tell you about it." This is also ing. When vintage airplanes fall true when airport hopping in your into the hands of collectors and classic or antique airplane. Many thus are removed from circula people want to tell you that they, tion, the growth of our hobby too , know something about vin is retarded. It's reminiscent of a tage aircraft, and "Uncle Joe has quote I once saw on a barn wall, one of those, but it's been stored for which incidentally housed an old 30 years." I once located a Stea Aeronca Defender. This quote was rman that had been stored for 15 in an ad paid for by Mail Pouch to years after the crop duster/owner bacco: "For what has a man gained passed away and his young grand if he owns the entire world and son wished to impress me with a has lost his own soul." It can be Stearman being in their shed. paraphrased, "For what has a man (The Internet can also be a big help gained if he owns all the old air in that regard; there are a number of planes and has no friends." ......

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VINTAGE AI RPLANE

Left: Here's the Ken-Royce seven-cylin der engine of the Chief. Noteworthy is the absence of an engine cowling.

Bill Rasmussen poses in front of the nearly completed Golden Eag1e fuselage. In the back stands Mike Vaughan's Howard.

.. . the Chief was used to run

Below: The attractive, authentic paint scheme was applied by Mike Vaughan.

liquor and Chinese immigrants from Canada through the border. R.C. Gramm eventually was caught and the plane confiscated. 14

APRIL 2006

"Mr. R.O. Bone, who was build ing t he first Go lden Eagle, came over to Burdett's Fuller Airport and offered me a job demonstrating his new plane. It had been designed by Mark Campbell and did get me my first two world endurance records. The plane was an experimental job, so, Mr. Bone had designers come from Douglas to redesign the plane so that it would get licensed. Among the designers was Ed Heinemann, the great designer for Douglas dur ing WW-II. Ed was about 20 years old at the time when I dropped in the factory one night to see what was going on. Of course, we wanted to be able to sell a lot of those cute, wonderful planes." Only of footnote in aviation his tory, the Golden Eagle Chief was a parasol-type open-cockpit mono plan e that sea t ed two in tandem and was powered by a seven-cylin der LeBlond 7-D radial engine of 90 hp. This well-rounded machine had

The Chief was awarded the Grand Champion trophy and People's Choice award at the 2004 AAA Fly-In. It can be seen here in the natural element of the grass field of Antique Airfield, Blakesburg, Iowa.

Above: The very fancy data plate reads: "Golden Eagle Monoplane N68N, Ser. 803, Date: 1929, T.C.2-102, Make: Golden Eagle, Model: Chief, Engine: Ken-Royce 7G, R.O. Bone Aircraft Co., Ingle足 wood, Calif." Obviously, this is not the original data plate and has been affixed after the switch to the Ken足 Royce engine. Left: The instrument panel is very basic, and as one would expect, it does not incorporate any of the usual modem amenities. One can identify the mag switch, aHimeter, temperature gauge, oil pressure gauge, tachometer, compass, primer syringe, and airspeed indicator. The carburetor heat can be seen on the right side, under the panel. VINTAGE AIRPLANE

plenty of performance, and most of its flight characteristics were quite normal, except for a "bad spinning habit" that was later overcome by a redesign of the tail surfaces. Ed die Martin, a veteran airmail pilot who performed many of the early test flights in the Chief, had to bail out once and take to his chute, be cause he ended up in a tight spot and could not recover to normal flight attitude. Mark M. Campbell, a talented man who had been, at some point of his life, a wing-walker, parachutist, airplane mechanic, pilot, and plane designer, conceived the Golden Ea gle Chief in its original form. The first three Golden Eagles were sin gle-seat sport monoplanes powered, respectively, by a three-cylinder An zani engine, a six-cylinder Anzani, and a LeBlond 60. A two-seater de sign followed, powered by a Velie or a LeBlond engine. The two-seater was the version used by then 18-year-old Trout to set a female endurance record of 17 hours and 12 minutes on February 10 and II, 1929. Campbell teamed up with R.O. Bone, a retired businessman, to cre ate the R.O. Bone and Associates company at 415 East Industrial Drive in Inglewood, California. Both attended the 1928 National Air Races at Mines Field, in Los An geles, to present their new craft

Bill Rasmussen is seen here pushing the Chief out of his Coles County Memorial Airport hangar. The airport serves the Mattoon, Illinois, area.

to the flying public. Shortly after Trout's endurance flights, there were differences of opinion between the two partners, and Campbell de cided to leave. The design was then turned over to F.M. Smith. Smith redesigned the plane to incorporate a NACA low-drag engine cowl, in crease the wing area, and smooth out the fuselage. These changes have been suspected to create the undesirable spin characteristic of the plane. The company was reorganized in early 1929 as the Golden Eagle Air craft Co. of Inglewood. A Group 2

approval was issued on August 12, 1929, for constructor numbers 803 to 80S, while ATC No. 202 was is sued on August 16, 1929, to cover constructor numbers 806 to 810. Hoping to secure a better finan cial future, the company moved to a leased hangar at Port Columbus Mu nicipal Airport in Ohio. In 1930, Joe Mackey and some associates bought the remnants of the Golden Eagle Aircraft Co. and moved the opera tions to Lancaster, Ohio, where they were planning to build more Chiefs. By 1931, "production" had moved to Finley, Ohio, where Mackey had VINTAGE AIRPLANE

created his famous "Linco Flying Aces" team, and manufacture of the Chief was suspended. A total of 14 Golden Eagle mono planes had been built in the span of two years (c/n 701 to 704 under the R.O. Bone banner and 801 to 810 as Golden Eagle Chief). Price at the factory was $3,950, later lowered to $3,650, then $3,390, and finally $2,990. At some point a Wright Gipsy-powered version was offered for $3,750. The fuselage of the little machine was largely built up of welded 1025 steel tubing, with welded chrome 18

APRIL 2006

moly steel tubing at stress points. The framework was faired to shape with wood formers and covered with fabric. The wing was built of laminated spruce spars routed into an I-beam section. The wing ribs were built up of spruce and plywood in a truss-type form, the leading edges were covered with plywood, and the framework was covered with fabric. There was one 12.5-gallon fuel tank in the root of each half-wing, but 20-gallon tanks were also an option. The wire brac ing structure varied from the V-type of the early models to N-type struts

of later examples, with very little change to the cabane structure. The split-axle landing gear was built of chrome-moly steel tubing and used rubber bungee cords to ab sorb the bumps with 24-by-6 wheels with an optional brake system. The 90-hp LeBlond engine was identical to the 5-D of 65 hp, except for the addition of two cylinders and a dif ferent crankcase. Ninety percent of the parts were interchangeable. There are two known survivors of the type: one in flying condition (NC68N, cln 803), owned by Bill Rasmussen of Mattoon, Illinois; and one in the process of being restored (NC10057, cln 810, last Chief built in 1931) by Larry Case of Green ville, South Carolina. Rasmussen's NC68N was the first production Chief and was rolled out of the factory on September 29, 1929. It was acquired from Jack Helm, local distributor of the Golden Eagle Aircraft Co., on Octo ber 9, 1929, by R.C. Gramm, owner of R.C. Gramm Flying Services of Blaine, Washington state. Accord ing to Warren Gardner, the Chief was used to run liquor and Chinese immigrants from Canada through the border. Gramm eventually was caught and the plane confiscated.

Gardner salvaged the Chief in 1954, as he recounts in the September 1967 issue of Sport Aviation: "The Eagle was sort of notorious during the early '30s in the Puget Sound country. It was brought to Spokane from Seattle by Francis M. Short, who had owned it from 1934 to 1947; then it changed hands quite rapidly until I became owner in 1954. I acqUired the Golden Eagle from Rex Yates, who never flew the bird and owned it only a short time. "I first saw the plane in the summer of 1940 in a hangar at Felts Field, in Spokane, Washington . The owner very seldom flew it. About a year later, he of fered it for sale for $750. Well, that was about $725 more than I had at the time." Over the years the plane condition worsened, until Ed McCoy, with the help of the locally famous collec tor "Skeeter" Carlson, got the little machine back in the air. Warren describes the machine from the time he acquired it: "The wings were in the worst of shape, so I began rebuilding them. I replaced the wood on the fuselage next and re-covered the ship. The LeBlond engine was in fair shape and did not require much work. In the last months of 1955, she was successfully test flown. I flew it with the LeBlond for about five years and had very little trouble. "I had been aware of a Ken-Royce engine for sale in New York and decided to try it. The Ken-Royce is an updated version of the LeBlond, with pressure lu brication to the rocker boxes and better main bear ings. Once the CAA had given its approval, I began the installation of the Ken-Royce. Although the engines weigh the same and fit the same mount, the original cowl would not fit. Instead I used a Cessna Airmas ter cowl. After flying with this engine for a year or so, I learned of a completely factory-overhauled Ken Royce 7G, 120-hp plant with chrome cylinders and the works. It was the same engine as I was running, but it was better than new. I paid the late Red Pigman of American Flyers all the money I had at the time, and all the money I was going to earn for a long time to come, for that engine." In the fall of 1966, after Warren flew the plane for some six years in this configuration, the Chief went back to the shop for a rebuild from the ground up. Back in the air for the 1967 fly-in season, she was re painted in her original colors and looked better than the day she rolled out of the factory. In 1980, Warren sold the Chief to Victor Gendron, who based it in Bayview, Idaho, and very seldom flew it. In 1994, overcome by the need for an open-cock pit airplane, Rasmussen, with the help of his now 82 year-old A&P friend Earl Adkisson, located a Fleet for sale. However, the deal fell through at the last min ute. Knowing Rasmussen's infatuation with the Davis monoplane, Adkisson contacted him when a Golden Eagle Chief was advertised for sale.

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"Earl Adkisson and I negotiated a price from Victor Gendron, and Earl went out with his trailer to retrieve it the next spring," says Rasm us sen. "When he got it home he went on working on the engine, but was sidelined by health problems. By 1999, the engine was almost fin ished. In November, we hauled the project from Atwood to Mattoon and brought it to my garage. We removed all the fabric and disas sembled the ship. The fuselage was sandblasted, and Earl inspected it and repaired the cracked welds. "Next, I sprayed it with epoxy primer and urethane paint, reglued all the wood formers and stringers and reinstalled them. All the throt tle and aileron controls are rods, and we carefully removed them, wire-wheel cleaned them, painted and reinstalled them. Then we re covered the fuselage. It was then taped and sprayed with three coats of nitrate dope, three coats of butyr ate, and eight coats of silver, with sanding inbetween. Mike Vaughan applied the final paint. Bobbi Trout had told me that the original interior side panels were dark plywood. I made new ones from 1/16-inch mahogany plywood and cleaned and sanded them before applying 10 coats of urethane. I also made the instrument panel from 1/4-inch mahogany plywood. Earl sent the instruments to [Keystone Instruments in] Lock Haven, and the 20

APRIL 2006

original and rare combination clus ter was restored and certified. "Most of the fuselage work was finished by the fall of 2000, and in the winter, we covered the control surfaces. In the spring we started on the wings, replacing all the hard ware, and rep rimed and revarnished all the wing components. Cover ing and finishing of the wings was accomplished in late fall 2001. In 2002, we tackled the ailerons and worked on making new metal fair ings. As 2003 came, Earl brought in the engine down and we started installing it, and put everything together. The plane was ready for static display at the 50th anniver sary of Mattoon's airport, in July. We hoped to have the plane flying for the 2003 AAA Fly-In, but did not quite make it. Earl signed the Chief off late 2003." The first postrestoration flight of NC68N took place on May 24, 2004. Rasmussen recounts: "I was so apprehensive... Earl and Mike almost had to get their guns out to get me to go fly the plane. All went well-the conditions were perfect, with a 5-mile-per-hour wind down our 6,OOO-foot runway one-one. It is a very docile machine and tracks right down the runway. The rudder has more effective ness than the tail wheel and takes smaller inputs after the tail comes up. I climbed out at 70 miles per hour and circled around the air

port for half an hour. During that time a few planes joined up. I did a few turns, slow flight, and even tried a stall. In the end we made a nice landing on the grass and came to a stop. None of the bad things I envisioned happened. I wish Bobbi Trout would have been able to see that." She had passed away on January 24, 2003. The Chief was presented for the first time at the 2004 edition of the SAA Fly-In in Champaign, Illinois, before making it to the AAA Fly-In, where it won Grand Champion and People's Choice awards. "The plane flies much like my Cub, except that it is two times heavier," Rasmussen says. "Com pared to the Cub, it likes a little ex tra speed on final, giving a rather steep descent and good visibility above the nose. The airplane likes to lift off at 60 mph, climb at 75, and fly final at 75 at idle and stall at about 45. The controls are a little stiff, but quite responsive. I set the trim at one notch ahead of neutral and never change it. The 25 gallons of fuel are in the wings, right on the CG. Stalls are very docile and straightforward. Cruise is about 95 with the Ken-Royce 120-hp engine. In other words, for 1929 technol ogy, it flies like a dream ..." ...... I

For more on the life and times of Bobbi , Tront, visit www.bobbitrout.com. ,

The nuances of jacking, swinging, and inspecting Swift gear ARTICLE AND PHOTOS BY SPARKY BARNES SARGENT

home base in

t's a delicate procedure, for sure. But if you own and fly a retractable-gear airplane, jack ing the airplane and swing ing its retractable gear is a must to ensure that your bird's folding feet are in top-notch working order. It's

APRIL 2006

not only a requirement for the an nual inspection, but also highly ad visable to swing the gear after any type of maintenance is performed on it, to make sure the system still works properly. Of course, the pro cedures may be a bit easier if you

own a modern airplane that has a manufacturer's maintenance man ual. If you own a vintage airplane, though, you might be surprised to discover the manufacturer didn't provide a detailed set of instruc tions for jacking the airplane or

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swinging the gear. Such is the case with the Globe/ TEMCO Swift. This racy, fun-flying airplane has been popular with avi足 ators since its beginnings in the 1940s, when it originally sported that singular Cheshire-cat smile be-

hind its propeller, to the present day, with its often highly modified sleek persona. When Swift produc足 tion was discontinued in 1951, a combined total of 1,521 Swifts had been built by Globe and TEMCO (Texas Engineering and Manufac足

turing Company), and today the type certificate is owned by the Swift Museum Foundation Inc. in Athens, Tennessee. The all-metal Swift celebrated its 60th anniver足 sary in 2005, with about 800 Swifts still existing. VINTAGE AIRPLAN E

.f,perifirolly!;.wift If you're an owner/caretaker of one of these stream

lined flying machines and need to check its gear re traction system, no doubt you'll want to locate and consult the appropriate and available resources to help you accomplish these procedures without inflicting in jury upon your airplane (or yourself). These resources include any relevant manufacturer's literature, infor mal (and invaluable) tips and suggestions from your aircraft type club (whether it be individuals, docu ments, or websites), and the FAA's Advisory Circular (AC) 43.13-1B. (Change One is the current version.) While there is a considerable amount of informa tion available about maintaining Swift gear, the opera tor's handbook doesn't provide thorough information about jacking the airplane or swinging the gear. The

secured? And then, when you've succeeded in safely jacking the gear off the ground, how do you properly inspect the electrically driven, hydraulically operated gear retraction system? The handbook just doesn't ad dress any of this in detail, and your local mechanic or repair station may not have the answers, either, un less it is intimately familiar with the Swift airplane. For example, some folks may not know that the Swift can have either of two brands of main landing gear-Adel which have subtle differences.

Operator's Handbook and Maintenance Manual for the Swift 125 Airplane briefly mentions the jacking pro

cedure on page 28 under the ground handling sec tion: "Jacking-The airplane may be jacked by placing jacks under the tie down fittings which also serve as jack points. Chocks or other precautionary measures should be taken to insure that the airplane is secure while jacking. Always secure the tail when raising the airplane at jack pOints./I That sounds easy enough, until you begin to think about it. For example, what type of jacks do you use for the low-wing Swift, and just how should the tail be

Ken Coughlin created his own Swift wing jacks by using an engine hoist ram and having a dimple machined in the top of it to receive the Swift's jack points. 24

APRIL 2006

Tying the Swift's light tail securely to a ground anchor is an important part of preparing this nose-heavy airplane to be raised on its jack points.

You might find it helpful to consult AC 43.13-1B, which does provide some generic information in Chapter 9, Section 1, "Inspection and Maintenance of Landing Gear," including retraction tests. While informative, it doesn't provide model-specific details, and the Swift, like other airplane types, has its own nuances and intricacies that need to be considered. This is the perfect opportunity to take advantage of the wealth of knowledge available through the Inter national Swift Association, and according to member Ken Coughlin, "They'll be happy to talk with you and try to help you find somebody who is maintenance savvy about this particular airplane, and would be willing to assist you." Since it's best to have two qualified people on hand for the tasks, Les Sargent, a Swift owner and an air frame and powerplant mechanic with an inspec tion authorization (A&P-IA), recently requested Ken Both main landing gear are fully extended now and above Coughlin, a fellow A&P-IA and longtime Swift owner, the floor. to assist him with the delicate jacking and gear swing ing procedures for Sargent's 1946 Globe Swift, which is equipped with the more common Adel landing gear. Both men agreed to share the highlights of the procedures they used, along with a few suggestions Close-up view of the and tips from their own experiences.

J ar/ti"9 T001~ and T erhniqJJ.e~ A set of short, low-wing jacks and a length of rope are the basic tools required for jacking the Swift. In this case, Coughlin used his own homemade jacks, since typicallow-wing-style jacks are too tall to fit be low the Swift's wing. Sargent used the rope to tie the tail securely to a ground anchor in the hangar floor, thus preventing the nose-heavy Swift from tipping over during the jacking process. Working together on a level surface inside a closed hangar, where wind gusts wouldn't pose a hazard, they manually raised each wing just enough to po sition the jacks below the jack pOints. According to Coughlin, "Jack points are behind the Swift gear and close to the center of gravity (CG), and when you raise the gear off the ground, the balance of the airplane becomes very critical. Some Swifts have as little as a 10-pound differential when the rub ber is off the ground, and it just doesn't take much to make them nose over. That has apparently hap pened more than once, and when they nose over, they're liable to come off the jacks, which could then punch a hole through the wing tanks." With the jacks carefully aligned in a position that would enable the gear to swing freely past them, Coughlin and Sargent began simultaneously pumping the jacks, closely monitoring each other's progress to ensure that the airplane was being lifted evenly. Left: Coughlin starts jacking the Swift gear; Sargent is si multaneously jacking the other main gear.

emergency landing gear pull-down sys tem, which is located between the pilot and passenger seats.

Close-up view of the panel, with the landing gear position indication lights (upper right) and red landing gear handle (lower left). VINTAGE AIRPLANE

Both of these Swift owners prefer jacking the airplane just high enough for the tires to clear the ground. Sargent elab orates, "I like to have the tires about an inch off the floor, and I make sure that the strut is fully extended and not hung up . Sometimes that means thumping the tire a little bit, since the weight is off of it, just to make sure the strut is fu lly extended against its in terna l stops. II

Note the ample clearance between the wing jacks and main landing gear as they swing upward.

Close-up view of the jack point resting on the wing jacks as the main landing gear are retracting.

!1winging and In.dpel!ting As soon as the Swift was safely perched on its jacks, Sargent carefully entered the cockpit and turned the master switch on, pushed the gear safety but ton, and turned the handle to the up position, thereby ener gizing the electrically driven, hydraulically operated main gear, while Coughlin remained on the floor and watched the Swift begin to pick up its feet. After one complete cycle of the retraction/extension system to check for normal operation, an other cycle was started. While the gear was still in its partial up-travel position, Sar gent turned the circuit breaker off to stop its motion, providing Coughlin the opportunity to try to gently shake and twist the gear, thereby checking the fore and aft play of the gear trunnion and struts. "Wear will occur in three ways," says Coughlin, explaining, "One, the bronze bush ings in the strut and trunnions will wear over time; two, the mounting holes in the attachment bosses for the torque knees will tend to get elongated, and there are no bush ings in these holes; and three, the 13 replace able bushings in each

gear will wear." Satisfied the gear legs were in good operating condition, Sar gent re-energized the system and allowed the gear to cycle all the way up before turning the circuit breaker off again. With the system deactivated, he placed the gear handle in the down position, listening care fully to what happened next. According to Coughlin, "Many times you will be able to hear the system relax. You can hear the fluid begin to move, but the gear will stay up. Then you can grab the tire to see if you can pull it out of the wheel well. If the hydraulic system is still doing its job, and the bush ings are not too worn, the gear will stay up because the retract arms are designed to go slightly over center. If you can pull the gear down or out of the well, then you know you've got a problem . Due to bushing slop, the gear may not be traveling all the way up and locking into its over-center position." While the gear remained in the well, Coughlin also checked to see if all of the bushings and linkages were still sufficiently tight enough to hold the gear against the micro-switch to pre vent the motor from energiz ing. "I detected some looseness in my SWift's Adel gear several years ago," he recalls . "Even though the gear stayed in the well, it would move about 1/4 inch to 3/8 inch, which was just enough to trip the micro switch and start the pump mo tor. My first clue was that, while in flight, the amber light on the panel would flash, indicating momentary pump operation." After these items were checked to satisfaction, Sargent turned the circuit breaker back on, which allowed the gear to swing down (since the handle was already in the down po sition). Sargent watched for the green lights on the panel

clearances and security of the gear inside the wheel well.

Below: Coughlin keeps a watchful eye on the gear leg as it retracts.

to come on, indicating that both gear were down and locked. At this point, Coughlin visually confirmed the gear linkage was positioned over center as it should be, against the two down stops, and the down lock was properly engaged.

Ri!cwrhi,,!} -ADA It's important to note that in addition to the myriad items that need to be inspected, including hydraulic components, there are three recurring airworthiness di足 rectives (ADs) for the Swift main landing gear. Briefly, AD 47-06-01 provides instruction on how to maintain the over-center position VINTAGE A I RPLANE

on the main actuator assem bly; 51-11-04 describes how to check for wear on the trunnion bushings, just before the wheel enters the wheel well on the upside and just before it locks down on the downside; and the third one, 58-10-03, says to check for failure of the internal Adel strut extension stop ring at every 100 hours of opera tion by checking for clearance at the external stop mounted on the torque knee. Coughlin says he checks this clearance by "slipping a piece of paper between the torque knee stop and the landing gear strut. If the internal stop rings have failed, then there's nothing to hold the gear in the strut except the torque knee stop, and it's not designed to be that strong." (Coughlin also notes here that the ELI gear uses no internal stop, and the torque knee stops are meant to con tact the gear struts.)

Entehgenry GeOh Exten.dion

Close-up view of the up micro-switch that turns the pump motor off after the gear is up, and the emergency pull-down cable pulley. 28

APRIL 2006

You never know just when you may need to rely upon your emergency gear exten sion system, so it must also be inspected. To accomplish this, Sargent re-energized the sys tem and raised the gear all the way back up. Then he turned the cir cuit breaker off and placed the gear handle in the down position. Next he removed the safety pin from the emergency pull-down crank, raised the handle, and began manual ro tations of the handle in a clockwise direction. This emergency landing gear pull-down system is placarded with this warning: "Control on in strument panel must be in down position when operating emer gency pull down. Crank back to the full up position before the next re traction of the landing gear." Coughlin emphasizes the impor tance of heeding the instructions on this placard, since severe damage can occur if either of these items is overlooked. For example, the emer

Close-up view the torque knee joint and external strut extension stop, which must be checked for proper clearance as part of a recurring air worthiness directive.

gency pull-down cable can become so taut that it can actually pull the cable pulley bracket off the spar web, and the only way to fix that is to re move the wing and the fuel tank-a costly and preventable repair. While Sargent continued crank ing, Coughlin observed the first gear leg begin to fall out of the wheel well. It dropped freely un til it was 3/4 of the way down, and then continued to the down lock position via the manual crank ing. Sargent says, "You'll feel extra pressure against that crank when it gets ready to lock down, because the locking mechanism has to go over center for each gear, one after the other. Then, if the emergency system has worked properly, you'll have a green gear-down indication on the panel after you turn the cir cuit breaker back on." According to Coughlin, it takes about 52 turns to bring both gear down and locked, and there should be about 1/2 more turns remaining on the crank if it is adjusted prop erly. Sargent also notes that the most important thing to remember is that after the gear is down using this emergency system, it should not be retracted until the pull-down cable is unwound all the way back to its starting pOint. Afterward, he prefers to swing the gear through in continued on page 37

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Drilling Deeper

We're still on drilling, this time because I had questions on how to handle windows and windshields. Modern acrylics are a wonder. Modern plastics are a great im provement over the acetate ma terial used back in the days of yore. They are not as susceptible to crazing, the embrittlement of the plastic as it's subjected to sun light and as it ages. The new Plexi glas is not immune to it-it just seems to last longer than the older stuff. There's even a MIL-Spec for the newer craze-resistant" acrylic plastic: MIL-P-8184. Acrylic plas tic has been with us since WWIC and there's been lots of progress on plastics since then. These new polycarbonates are great, but one word of warning: They are very susceptible to petro leum erosion. Whatever you do, don't wipe them down with gaso line. You'd be very disappointed in the results! To begin, there are a whole bunch of dos and don ' ts. I won ' t go into them-just use your common sense and follow the manufacturers' and suppliers' in structions. You are dealing with a material that is easily chipped and scratched, something that will crack if it's forced or distorted. Use caution and padded surfaces when working with these materials. Leave that protective cover on as long as possible. If at all pos sible, leave it on while you trim the piece to fit. Just one precau tion: That sticky paper they use /I

APRIL 2006

to protect the plastic gets really hard to remove if it's been ex posed to sunlight for even a little while, and/or long-term storage in an area that's warmer than room temperat u re (for instance, the shelf of your steel T-hangar) for an

I'd suggest

taking a surplus

piece of material,

or preferably

an old window,

and practice

working on

the plastic.

extended period. I haven't found an easy way to remove it after it has set up. The best cut-and-trim methods are with a narrow, fine-toothed band saw. Mark the cut lines with a felt-tip or grease pencil. Support the work and don't force it. Take your time and go easy. Once again I have to emphasize that this mate rial is easily cracked, scratched, and chipped. Protect your investment. About this time, I'd suggest tak ing a surplus piece of material, or

preferably an old window, and practice working on the plastic. It will be brittle and will teach han dling care as you practice cutting and drilling and learn by doing. Forget the scroll or reciprocat ing handheld saws. The work will jump up and down, and it's im possible to do a decent job with out cracking and chipping . For proper cutting, the saw blade should travel in one direction, with light but steady pressure and no forcing. Once the final sizing has been accomplished, chamfer or bevel all the sharp edges. The best way to do this is to use a fine-grit (150 grit or so) sanding block or sander, and make sure you get all those sharp edges, nicks, and sharp places nice and smooth. In that step, you're doing your best to be sure the edge of the material has no small stress risers, which could precipitate a crack long after the plastic has been installed. Look, too, for any uneven mounting surfaces in the frames , overlapping metals, projecting rivets, hardware, and busted-off screws. Fix them, pad them, make that mounting surface as smooth as possible. Now we come to drilling the mounting holes. A reground drill bit sharpened to a flat chisel bite angle will work, but I have found that a brad-point wood bit will do the job just fine. If the material is particularly susceptible to crack ing, I go halfway through from

one side and then flip the glass over and come through from the other side. I have used a rotary file or burr with good results. The burr is also great for taking the sharp edges off the drilled hole, an im portant step in crack prevention. AC43-13B, Chapter 3, shows the use of the Unibit drill to poke holes in plastic. If that works for you, and you can keep the edges clean with no chips, use it. Consider here the expansion and contraction of the acrylic or plastic. Plastics are subject to ex panding and contracting with temperature changes, and the big ger the piece, the more so. How much? I don't know; read the documentation sent along by your plastic supplier. Give your self some room. The Aircraft Spruce catalog mentions giving 1/16 inch per foot of material for expansion space. Don't jam the piece into the frame. Better yet, plan on some cushioning material between the glass and the frame. Again, the cushioning material has to allow for the expansion. When planning the mounting holes around the perimeter, also figure expansion. Drill the holes so you have slack, yet are able to accommodate those number 6, 8, or 10 screws. A bigger diameter, about 1/3 larger than the screw, is best in this case . Use a rotary file or burr to chamfer the holes, and use a soft material to cushion the frame forces against the glass. When it comes to the installa tion of the screws (did I mention no rivets?), they should not put undue pressure on the glass. Fin ger-tight would be great, but not white-knuckle. Make them firm enough but not tight enough to put pressure on the glass. Watch the glass as you tighten the screws. Distortion will show when it's too tight. Back off to relieve that stress. A good poor-man's torque check would be that you can easily turn the screw with a screwdriver, but not by hand . Check those screws

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at annual inspection time; you'd be surprised how many times I've found one missing or very loose, even when a self-locking nut was used on the backside. In the event there isn't a frame and it's necessary to use screws and washers, a countersunk washer is preferable to a flat. Just be sure the chamfer is large enough to accom modate the countersunk washer with a bit of room to spare. Want to know more? There's plenty on the Internet. Check out LP Aero Plastics website at www. lpaero.com, Cee Bailey's website at www.ceebaileys.com. or Great Lakes Aero Products at www.glapinc.com. FAA Advisory Circular AC 43.13 1-B also has good information on the installation of plastic. Here's looking at you-through your new glass! Over to you,

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800-322-241 2 AND RECEIVE 12 ISSUES

OF VINTAGE AIRCRAFT

ALONG WITH OTHER GREAT BENEFI TS

~ If you have a comment, question, or wish to contact us regarding the content of Vintage Airplane or the activities of the Vintage Aircraft ASSOCiation, you're in vited to send us a letter via regular mail or e-mail. Send your letters to: Vintage Aircraft Association Attn: H.G. Frautschy, Editor P.O. Box 3086 Oshkosh WI 54903-3086 E-mail: vintageaircra(t@eaa.org VINTAGE AIRPLANE

BY DOUG STEWART

CRM, Part II Last month I was talking about CRM. For those of you with an affliction similar to mine, CRM stands for cockpit resource management, not "can't remember much." In the airlines it stands for crew resource man agement. In any case it means using all the ava ilable resources to aid in the safe and efficient flight of the airplane. The other day, I heard a great example of this at work in the airlines as I was flying in the soup. The pilot of a 737 checked in with the fina l-appro ach con troller at a busy class C airport. A small Cessna was battling a strong headwind as they got vec tored onto the localizer, and so the controller requested the pilot of the 737 to slow to 180 knots. That wasn't working, so a short while later the controll er asked the 737 to slow to 150 knots. Unfortunately, the Cessna, al though trying to keep "best speed to the marker," was making slow progress, so approach once more asked the 737 to slow down-this time to 130 knots. At this request the pilot of the 737 responded to approach control with, "Approach, do you know what the stall speed of a 737 is?" Approach control came right back with, "No, I don't, but I'm sure if you ask your copilot, she can tell you!" Using all available resources. It works for the airlines, and it can work for those of us in the airplanes that are so much more fun to fly. Last month we discussed some of those resources. They included: the use of checklists; assistance from passengers; having the proper, current charts and publications onboard, and having them ac cessible and organized; utilizing the many services pro vided by air traffic control; and the importance of not only receiving, but giving, pilot reports. Let's now take a look at some more of those resources.

I know that all of us who are involved with the Vintage Airplane Association have a love affair with an earlier time in aviation, when things were so much simpler in so many respects. However, we are also aware of the many incredible and rapid advances be ing made in technology. The plethora of handheld electronic equipment now avail able is mind-boggling. Virtually all of them are great tools in our CRM bag; however, we do have to be aware of their shortcom ings and "gotchas." For me, standing at the head of the list are the portable hand held receivers that are capable of providing onboard weather avoidance information. I re cently purchased one of these and have used it on almost all my flights since I received it, in cluding several coast-to-coast flights. The ability to constantly receive weather information that is rarely more than five to 10 minutes old was absolutely invaluable . The availability of NEXRAD radar, METARS, TAFs, satellite pictures, echo tops, lightning strikes, winds aloft, storm cells, prog charts, and more make this such a fantastic resource that flying without it on any long cross-country flight becomes almost unthinkable. But as I stated before, we have to be aware of the shortcomings of this type of equipment. All the weather information that one can obtain on all the XM Radio receivers is five minutes old at its youngest. Therefore, although we can certainly use all this avail able information for tactical en route weather-avoidance planning, such as figuring out which way to go to di vert around a line of thunderstorms, I would highly discourage trying to use the information to try and pick your way through that same line of storms. For

All the weather

information that

one can obtain on all the XM Radio receivers is five minutes old at its youngest.

APRIL 2006

that, live radar, along with a doctorate degree in how to use it, is perhaps the safest way to go (if you re ally must). GPS is another wonderful tool in our CRM bag. Its ability to give us situational awareness is remarkable. It seems like just a couple of short years ago it was said that GPS would be the navigation tool of the fu ture. With the prevalence of GPS in so many cockpits now, whether handheld or panel-mounted, I guess we would have to say that we have come back to the future. However, GPS does have many "gotchas" and can also lead to a dangerous complacency. When using a GPS we have to be sure that we have correctly entered the waypoints we might be using. Since there is no Morse code to help confirm the iden tity of the waypoint (as we have with VORs, LOCs, and NDBs), we have to be sure that we have spelled the waypoint correctly. For example, ODDEL, or ODELL. Both intersections exist, but they are more than 100 miles and over 90 degrees apart from each other. The only thing that will ensure you are headed to the cor rect waypoint is a sense of the general direction that you will need to fly to get to it, as well as the approxi mate distance it should be from you. Another problem GPS presents is that pilots are get ting lazy about doing any flight planning. (In fact, it is possible that the only pilots who remember what an E6B is will be members of the Vintage Airplane Associa tion.) It is so easy to just enter a "direct to" airport way point and fly there, keeping the aircraft icon on the moving map screen centered over the LCD's electronic course line. The GPS will certainly show you what your groundspeed is and the track you are making over the ground . But if you haven't done any preflight plan ning, how will you ever know what groundspeed you should be expecting, and what heading you should be flying, to track the course to the waypoint? If, on the other hand, you have done that plan ning and know what to expect relative to heading and groundspeed, the GPS can become a wonderful CRM tool, in that it will show you when you are not getting those planned items, and that should be one of the first hints that the weather forecast might not be hold ing true. Knowing that, you should have ample time to enact "plan B" (you always have one, don't you?) or at least start to formulate that plan, just in case. If we can get an early sense that the weather forecast is not holding true, our radio can be a good CRM tool in confirming it. If we check AWOS, ASOS, and ATIS reports along our route, we can tell if they are holding true to the TAFs we received in our preflight briefing. We can also always call an FSS (Flight Service Station) or Flight Watch to receive an updated briefing. In fact, just monitoring Flight Watch on 122.00 can afford us that early heads-up to a deteriorating forecast. Another good CRM tool, although not usually found in the cockpit, is the telephone. I know that if I am go

ing to a new and perhaps strange airport, a telephone call to that airport, prior to making the flight, can an swer many questions about that airport. Questions such as: Are there any noise abatement procedures? Is there a preferred calm wind runway? Are there weather or wind patterns that are particular to that airport? Is there an IFR departure to always expect (even though it might not be published)? All these questions, and more, can be answered with one short telephone call to the airport, or perhaps TRACON (Terminal Radar Approach Control). And then armed with the answers to these questions, you will be so much better prepared when you get there. All these tools and more should be packed in our CRM flight bag. Cockpit resource management means using all available information to aid us in managing the risks of flying, and in making proper, informed, aeronautical decisions. I have mentioned numerous tools in these two articles. Be sure you have packed them all (as well as any others I haven't mentioned) in your flight bag, and be sure to bring that bag onboard the airplane. You'll be glad you did, especially if you don't have ... blue skies and tail winds!

Doug Stewart is the 2004 National CFI ofthe Year, a mas ter CFI, and a DPE. He operates DSFI Inc. (WWW.dSfl ~t. com) based at the Columbia County Airport (1B1).

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APRIL 2006

plane Charles Lindbergh wanted, but couldn't come to an agreement to buy). Only two weeks af ter Lindbergh's solo cross ing of the Atlantic, Charles Levine hopped onboard at the last minute, as Clar ence Chamberlain made ready to fly to Berlin in the Columbia. Levine, owner of the airplane, be came the non-pilot pas senger on a trans-Atlantic flight. The remarkable ef ficiency of the Bellanca design was proven when the flight set a new non refueled distance record of 3,905 miles in 43 hours. Bellanca's Golden Age de

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Flying With 40

Horses By Chet Peek Chet Peek's terrific book about the Continental A 40 engine, and the revo lution it started in private aviation, has been out for a few years, but don't pass it up. Published by Peek's company, Three Peaks Publishing, it "pays trib ute to the Continental A 40, the gutsy little engine that put America's light planes into the air." Introduced at the height of the 1930s De pression, the 1931 Conti nental A-40 soon became

the standard engine for a dozen light airplanes. Aeronca's little E-103 and E-113 engines led the way, but the A-40 opened up the lightplane field with a reliable, powerful engine that would grow to become the standard for en gines of its type . The A-40 grew in size and horsepower during the following years, and today's Con tinental 0-200 owes its lineage to this well-designed and -built engine, constructed by one of America's longest-running manu facturers of internal combustion engines . (A quick aside: Do you know who built the thousands of six-cylinder engines that powered Checker Marathon taxicabs for so many years? Yep, it was Continen tal Motors!) After a brief history of light en gines for airplanes built during the early years, Peek takes us through the history of Continental's avia tion engine production. Hard-hit by the poor economic conditions of the time, Continental realized that producing a cheaper engine would result in greater sales vol

ume. With a price of $400 when offered to lightplane manufactur ers, the A-40 was quickly adopted by a dozen aircraft makers, such as Taylorcraft, Porterfield, and Welch, many of which are featured in Peek's book. By the time World War II rolled around, the flat-four design of the A-40 had set the for mat for the lightplane engine of the future. Peek does a masterful job of detailing the history and legacy of this great aviation en gine. This softbound book has 131 illustrated pages.

Queen of the Skies: The Lock heed Constellation By Claude Luisada If you're a fan of the beautiful

Connie, this book's for you. Claude Luisada took on quite a challenge, documenting the many lives of the Constellation, from transoceanic airliner to an integral part of our nation's defense during the Cold War days. He's done so quite elo quently, accompanied by a wide range of photos and illustrations. Luisada takes the reader through

the early days of the Con MOTOR BOOKS nie's development, when such colorful aviation leg ends as Howard Hughes Handbook and Clarence "Kelly" 2nd Edition Johnson worked to make their vision of a revolu tionary commercial pro peller transport a reality. It goes behind enemy lines to detail functions the Connie fulfilled for the military, including some information that has never before been released. It follows as the Connie was adapted for one use after another, under going upgrades and modifications decade after decade. It re traces the new global flight paths blazed by the Con served as the chief welder for Ted nie, thought impossible before Smith Aerostar, and has written her introduction and which the Welder's Handbook, also pub have been groundbreaking in lished by Motorbooks. He recently making the world accessible to rewrote the welding portion of the ordinary traveler. Queen of the venerable FAA Advisory Circu the Skies shows how the tech lar 43.13-1B In Performance Welding Hand nology that made the Con nie such a remarkable airplane book, Finch sets out to "myth laid the groundwork for the jet bust" as many old welding chest age that would follow her 40 nuts as he can, starting with "re lieving post-welding stress with an year reign. The 400-page Queen of the oxyacetylene torch." This book is Skies retails for $39.95 and is illustrated throughout with color available through most major photographs, and covers all mod book retailers or by calling the pub ern welding techniques in a man lisher, Ivy House Publishing Group, ner that is easy to understand, and makes you want to get down to it at 800-948-2786. and heat up some metal! Performance Welding retails for Performance Welding Handbook $24.95 and is published by Motor By Richard Finch If you are a restorer, this book books International; it's available needs to be on your shelf. Richard from major book retailers. Finch serves as the primary weld Many of these books can be ing instructor for EAA's SportAir workshops, but before his time purchased from online and cat spent with us, he earned a de alog retailers, including www. gree in welding science, welded historicaviation.com and www. structures for NASCAR race cars, aeroplanebooks.com. .......

Performance VWelding

VINTAGE AIRPLANE

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF A LONGTIME

VAA MEMBER , THE LATE TED BUSINGER OF EVENING SHADE, ARKANSAS. As CORRECTLY

POINTED OUT BY ONE OF OUR REGULAR CONTRIBUTORS , I PROMISED TO TELL YOU WHEN

THE MYSTERY PLANE AIRCRAFT WAS FROM A FOREIGN BUILDER, AND IN THIS CASE IT

WAS BUILT OVERSEAS , BUT WAS FLOWN IN THE UNITED STATES DURING ONE OF THE

LARGE AVIATION EVENTS OF THE 1930s.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Osh kosh, WI 54903-3086. Your answer needs to be in no later than May 10 for inclusion in the July 2006 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to

mysteryplane@eaa.org. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in t he subject line. Those of you who are regu lar readers of the column caught the fact t h at duri n g the page layou t

process, we woun d u p with the Mystery Plane from last Septem足 ber, th e Aerial Mercury Senior. Our apologies! Th e Decem ber Mystery Plane, also from the "Emy" Emerson Col足 lection, brought plenty of replies.

Our apologies for the technical mix-up concerning the January Mystery Plane-yes, indeed, that was the September Mystery Plane, the Aero Service Mercury Sr., instead of our intended Mystery Plane. 36

APRIL 2006

gwingin' continued from page 24

the normal manner just one more time, while his Swift is still perched on its jack points instead of in the air. After the inspection and gear swinging was completed and the master switch turned off, Sargent secured the emergency crank and carefully climbed out of the air plane. He and Coughlin simulta neously lowered the jacks until the Swift was resting on its tires again. Then they gave the tires a solid thump to ensure the gear struts were fully compressed, and re moved the jacks from underneath the wings and the rope that had se cured the tail wheel.

t-/elpfu1 fa!N>I1JtCeA While only the highlights of the jacking, gear swinging, and in spection techniques for the Globe/ TEMCO Swift have been addressed here, hopefully this article has pro vided some helpful information re garding these procedures. If you'd like to know more, you may contact the International Swift Association and Swift Museum Foundation by telephone at 423-745-9547 or by mail at P.O. Box 644 , Athens, TN 37371-0644. Available resources include the manufacturer's Customer Service Maintenance Bulletins, Operator's Handbook and Maintenance Manua l for the Swift 125 Airplane, and Parts Catalog for th e Swift 125/145 Air plane. The International Swift Asso ciation also makes available its own Maintenance and Operation Informa tion for the Swift and The Swift Hy draulic Manua l by W.E. Commings. Internet resources include the Globe/TEMCO Swift Annual Check list, located at www.napanet.net/ -arbeau/swift/achkLst.htm, and the FAA's AC 43.13-1B, available from aviation booksellers and online at www.faa.gov/aircraftl Once at that site, use the Quick Find window to search for Advisory Circulars . .......

Come for the weekend

BUILD FOR A LIFETIME

HANDS-ON

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April 22-23

May 6-7

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• • • •

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• Repairman (LSA) Inspection- Ai rplane

Oshkosh, WI

• RV Assembly

Fabric Covering • Sheet Metal Basics Electrical Systems & Avionics Introduction to Aircraft Building Composite Construction

(EAA HQ)

May 19-21

Griffin,GA

• TIC Welding

(Atlanta Area)

May 20-21

Denver, CO

• RV Assembly

June 10-11

Corona, CA

• RV Assembly

Aug. 12-13

Arlington, WA

• Fabric Covering • Sheet Metal Basics • Electrical Systems & Avionics • Introduction to Aircraft Building

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YOU CAN BUILD IT! LET EAA TEACH YOU HOW.

VINTAGE AIRPLANE

The fo llowing list of coming events is furn ished to our readers as a matter of information only and does not constitute approval, sponsorship, involve ment, 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 infor mation to: vintageaircraft@eaa.org. Information shouLd be received four months prior to the event date. MAY 5-7-Burlington, NC-Alamace County Airport (KBU Y) . VAA Cha pter 3 Spring Fly In . All Classes Welcome! BBQ Fri Night, Acft Judging/ Banquet Sat Night. Info: Jim Wilson 843-753-7138 or eiwilson@homexpressway.net MAY 13-Kennewick, WA-Vista Field . EAA Chapter 391 Fly-In Breakfast. Info: R.L. Shaub 509-735-1664 MAY 19-21-Kewanee, IL-Kewanee Municipal Airport (KEZI). 4t h Ann ual Midwest Aeronca Festival. Food, Fun, Contest and Entertainment. Seminars. Info : Jody Wittmeyer 309-853-8141 or jodydeb@earthlink.net. www.angelfire.com/ stars4/ aeroncafest. Bring your tail draggers. MAY 21-Warwick, NY-Warwick Aerodome (N72) . EAA Chapter 501 Annual Fly-In . 10am-4pm. Unicom advisory frequency is 123.0. Food available. Trophies awarded for difference classes of aircraft. Registration for judging closes at lpm . Info: Don Provost 973-492-9025 or donprov@optonline.net MAY 21-Romeoville, IL-Lewis Romeoville Airport (LOT). EAA Chapter 15 Fly-In Breakfast. 7am·Noon . Info: George Linkis 630-243-8213 MAY 27-Zanesville, OH-Riverside Airport. EAA Chapter 425 Pancake Breakfast Fly In, Drive-In Breakfast. 8am-2pm with lunch items avai lable after llam. Info: Chuck Bruckelmeyer 740-454-7487 JUNE 2-3-Bartlesville , OK-Frank Phillips Airfield . 20th Annua l Biplane Expo. Info: Charlie Harris 918-622-8400 , www.biplaneexpo.com JUNE 15-18-St. Louis, MO-Dauster Flying Field, Creve Coeur Airport (lHO) . American Waco Club Fly-In. Info: Phil Coulson 269-624-6490, rcoulson516@ ·cs.com or Jerry Brown 317-422-9366, Ibrown4906@aol.com, www.americanwacoclub.com JUNE 17-Fresno , CA-Chandler Executive Airport. 5th Annual KJWL Father's Day Air Show & Fly-In . Five thrilling aerobatic performers , Warbird fly-bys , Classic and Vintage Aircraft on display, food and crafts vendors plus a children's play area. Info: 559-289-0887 JUNE 23-25-Richland , WA-Richand Airport. EAA Chapter 391 First Annual Fly-In. Info: Jeromie Mead 509-946-6958 JUNE 24-Zanesville , OH-Riverside Airport. EAA Chapter 425 Pancake Breakfast Fly In , Drive-In Breakfast. 8am-2pm with lunch items available after llam. Info: Chuck Bruckelmeyer 740-454-7487 JULY 7-9-Lompoc, CA-Lompoc Airport. 22nd Annual West Coast Piper Cub Fly-In . Flour bomb drop and spot landing contests, awards, Friday night spaghetti, Saturday night Lompoc-Style Tri-Tip BBQ. Pancake breakfast on Saturday and Sunday. BBQ hotdogs and hamburgers for Lunch on Friday and Saturday. "Secret" entertainment. Cub clothing, hats and memorabilia will be available. Info: Bruce Fall 805-733-1914 JULY 15-Zanesville , OH-Parr Airport. EAA Chapter 425 Pancake Breakfast Fly-In, Drive-In Breakfast. 8am-2pm with lunch items available after llam. Info: Chuck Bruckelmeyer 740-454-7487 AUGUST 26--Niles, MI-Jerry Tyler Memorial Airport (3TR). VAA Chapter 35 Fly-In Drive In Corn & Sausage Roast. llam-3pm . Rain Date August 27th . Info: Len Jansen 269 684-6566 SEPTEMBER 2-Zanesville, OH-Riverside Airport. EAA Chapter 425 Pancake Breakfast Fly-In, Drive-In Breakfast. 8am-2pm with lunch items avai lable after llam . Info: Chuck Bruckelmeyer 740-454-7487 SEPTEMBER 2-Prosser, WA-EAA Chapter 391 's 23rd Annual Labor Day Weekend Prosser Fly-In . Info: R.L. Shaub 509-735-7664 SEPTEMBER 22-23-Bartlesville, OK-Frank Phillips Airfield. 50th Annual Tulsa Regional Fly-In. Info: Charlie Harris 918-622-8400. www.tulsaflyin.com SEPTEMBER 9-Newark, OH-Newark-Heath Airport (VTA). Annual EAA Chapter 402 Fly-In Breakfast. Breakfast: pancakes , eggs, sausage , juice , coffee . Vintage and homebui lt aircraft. Young Eagles Flights . Buckeye Chapter of RVAtors fly over. Fly-ins and drive-ins welcome. Info: Tom McFadden 740-587-2312 or tmc@alink.com SEPTEMBER 30-Hanover, IN-Lee Bottom Flying Field (641). 10th Annual Wood , Fabric, & Tailwheels Fly-In . Come see what everyone is talking about . If you love the good old says , then you'll love this event. Info: www.LeeBottom.com 38

APRIL 2006

. 2006 MAJOR ,.

FLy- I NS

For details on EM Chapter fly-ins and

other local aviation events,

visit www.eaa.org/events

EAA Southwest Regional-The Texas Fly-In Hondo Municipal Airport (HDO), Hondo, TX May 11-14, 2006 www.swrfi.org Golden West EAA Regional Fly-In Yuba County Airport (MYV), Marysville, CA June 9-11, 2006 www.goldenwestflyin.org Rocky Mountain EAA Regional Fly-In Front Range Airport (FTG), Watkins, CO June 24-25, 2006 www.rmrfi.org Northwest EAA Fly-In Arlington Municipal Airport (AWO), Arlington, WA July 5-9, 2006 www.nweaa.org EAA AirVenture Oshkosh Wittman Regional Airport (OSH), Oshkosh, WI July 24-July 30, 2006 www.airventure.org

EAA Mid-Eastern Regional Fly-In Marion Municipal Airport (MNN), Marion,OH August 25-27, 2006

Virginia Regional EAA Fly-In Dinwiddie County Airport (PTB), Petersburg, VA September 30-0ctober 1, 2006 www.vaeaa.org

EAA Southeast Regional Fly-In Middleton Reid Airport (GZH), Evergreen, AL October 6-8 , 2006 www.serfi.org

Copperstate Regional EAA Fly-In Casa Grande (AR) Municipal Airport (CGZ) October 12-15,2006 www.copperstate.org U.S. Sport Aviation Expo Sebring Regional Airport, Sebring, FL October 26-28,2006 www.sport-aviation-expo.com For details on EAA Chapter fly-ins and other local aviation events, visit www. eaa.org/ events

Something to buy,

sell,

or trade?

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@eaa.org) using credit card payment (ali cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 Warner engines. Two 165s, one fresh O.H., one low ti me on Fairch ild 24 mount with all accessories. Curtiss足 Reed prop for 165. Find my name and address in the Officers and Directors listing and call evenings. E. E. "Buck" Hilbert. CUSTOM PRINTED T-SHIRTS for your flying club, flight shop, museum. Free samples. Call 1-800-645-7739 or 1足 828-654-9711

Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airp/anetshirts.com 1-800-645-7739

HANGAR SPACE - 38 miles west of Atlanta. 2200' grass strip. 770-562-3512

Flying wires available. 1994 pricing. Visit www.flyingwires.com or call 800-517-9278.

THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com A Website with the Pilot in Mind (and those who love airplanes)

1943 Franklin 4AC G-199-H3 , US Army Type 0-200-5. Removed from L-6 in 1981 with 200 hrs TT. Logbooks, most accessories, motor mount , prop. Make offer. John Lorenz (505) 281-9321, /orenzf/y@ ao/.com

A&P I.A.: Annual, 100 hr. inspections.

Wayne Forshey 740-472-1481

Ohio - statewide.

BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods , valves, piston rings. Call us Toll Free 1-800-233-6934, e-mailramremfg@aol.comWebsite www.ramengine.com VINTAGE ENGINE MACHINE WORKS , N . 604 FREYA ST. , SPOKANE, WA 99202

WHAT OUR MEMBERS ARE RESTORING For many years, we ran a regu lar monthly feature cal led 'W hat Our Members Are Restoring ". Over the past cou ple of years, the number of submissions for that featu re has dwind led to a trick le, and we'd like you to help us give it a boost. In the distant past, each new and re newing member of EM and VAA received an "act ivity card " t hat gave the member the opportunity to tell headquarters what airplanes t hey were working on. Since that card is no longer part of a new-member packet, we have no way of knowing what you 're up to, so here's our request. Are you nearing completion of a restorat ion? Or is it done an d you 're busy flying and showing it off? If so, we 'd like to hear from you . Send us a 4-by-6-inch print from a commercial source (no home print ers, please-tho se prints just don 't scan well) or a 4-by-6-inch, 300-d pi digital photo . A JPG from your 2.5-megapixel (or higher) digital camera is fine . You can burn photos to a CD, or if you're on a hi gh-speed Internet connection, you can e-mail them along with a text-only or Word document de scribing yo ur airpl ane. (If your e-ma il progra m asks if you' d like to make the photos smaller, say no .) For more tips on creati ng photos we can pub lish, vis it VAA's website at www. vintageaircraft.org. Check the News page for a hyperli nk to Want To Send Us A Photograph ?

For more information, you can also e-mai l us at vintageaircraft@eaa.org or ca ll us at 92 0-426-48 2 5 . V IN TAGE AIRPLANE

Membershi~ Services VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA V INTAGE AIRCRAFT ASSOCIAT ION O FFICERS Presiden t Geoff Robiso n

1521 E. MacG regor Dr. New Haven , IN 46774 260-493-4724

Vice-Pres ident

George Daubner 2448 Lough Lane

Hartford, W I 53027 262-673-5885

vaaflybor@111S11.cum cllieI7025€!bol.coIII Secreta ry Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507-373- 1674 stlles(jAies/(mf!dia.colll

Treasurer

Cha rl es W. Ha rris

7215 East 46th SI.

Tulsa, OK 7414 7

918-622-8400

cwh@h v511. com

DIRECTORS Steve Bender 8S Brush Hill Road Sherborn , MA 01770 508-653-7557 ss tJ O<!tCU I11Cfl St .llf(

Dav id Be n ne tt

1'.0. Box 1188

Rosev ilie, CA 95678

916-645-8370

cl t,t iqller@inreach. coll1

Jo h n Berendt

7645 Echo r oint Rd.

Canno n Fa ll s, MN 55009 507 -263-24 14

Jea nnie Hi ll

P.O. Box 328

Harvard, IL 60033-0328

8 15-943-7205

dinglwo@o w c. l let

Espie "Butch" Joyce 704 N. Regional Rd. Greensboro , NC 27409

336-668-3650 WiIU/sock@'a ol .folll

Steve Krog 1002 Heat her Ln.

Hartford, WI 53027 262-966- 7627

I1ljbfcJlld(t}rcUllflecl. col ll

sskrog@aul.com

Dave Clark

635 Vestal la ne Plainfield, IN 46 168 317-839-4500

Robert D. "Bob" Lu mley 1265 South 124 th SI. Brookfield, W I 53005 262-782-2633

davecpd(tJ!iqlles t .lIet

1111"per(o/exccp c,COl ll

John S. Copeland lA Deaco n Street Northborough, MA 01532

508-393-4775

copeland l @;u1Io.com

Phi l Coulson

28415 Springb rook Dr.

Lawton, MI 49065

269 -624-6490

Gene Morris

5936 Steve Court Roanoke, TX 76262 8 17-49 1-9 11 0

genemorris@Charter, ,,et Dean Richardson

rcoII/sonS16@cs.CtJfII

Dale A. Gustafson 7724 Shady Hilis Dr.

2359 Le feber Ave nu e

S. H. "Wes" Schm id

Ind ianapO li s, IN 46278

Wauwatosa, WI 53213

3 17-293- 4430 dale(aYf(gll1lslI. co l1l

4 14-77 1- 1545 sllscl!lnid(g1,,,ilwpc.COIII

DIRECTORS

EMERITUS

Gene Chase

E.E. "Buck" Hilbert

2159 Ca rlton Rd. Oshkosh, WI 54904 920-231-5002

P.O. Box 424 Union, IL 60180 8 15-923-459 1

GRC l-fA (g1dlorter.llet

b7ac@mc.lIet

Ronald C. I;ritz 1540 1 Spa rta Ave. Ken t City, M I 49330 6 16-678-501 2

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

Phone (920) 426-4800

Fax (920) 426-4873

Web Site: www,vintageaircra{t,org and www,airventllre.org EAA and Division Membership Services 800-843-3612 .. ,',.,' FA X 920-426-676 1 (8: 00 AM-7:00 PM Mo nday-Friday CST) . New/ renew memberships: EAA, Divi sions (Vintage Aircraft Associatio n, lAC, Warb irds), Nat io nal Associat io n of Flight Instructors (NAFI)

· Address changes

· Merchandise sales

· Gift memberships

Progra ms and Activ ities EAA AirVenture Fax-On-Demand Directo ry , , , , , , , , , , , , , , , , , , , , , , " 732-885-6711 Auto Fuel STCs , . , . , . , . , . , . 920-426-4843 Build/ restore info rmation , , , 920-426-4821 Chapters: locating/organi zing920-4 26-4876 Education , , , , , , , , , , , , , , , , 888-322-3229 • EAA Air Academy • EAA Scholarships

E-Mail : vintageaircra{t@eaa, org

Flight Adviso rs information. , Fligh t Instructor info rmation Fl ying Start Program , . , . . . . Library Services/Research , , , , Medical Questions , . , , , , . . , Technical Co un selo rs , , , , , , , Young Eagles , . , , , , , , , , , , ,

920-426-6864 920-4 26-680 1 920-4 26-6847 920-426-4848 920-426-611 2 920-426-6864 877-806-8902

Benefits AUA Vintage Insurance Plan , 800-727-3823 EAA Aircraft Insurance Plan . 866-647-4322 Term Life and Accidental , , , , 800-241-6103 Death Insurance (Harvey Watt & Company) Editori al, , , , , , , , , , , , , , , , , 920-426-4825 Vintage, , , , , , . , , , , , , , FAX 920-426-6865 • Submitting article/photo • Adverti sing info rmation EAA Aviation Foundation Artifact Do natio ns .... . . . . 920-426-4877 Financial Support . . , . . , , , , , 800-236-1025

MEMBERSHIP INFORMATION

EAA Membership in the Experimen tal Aircraft Association, Inc, is $40 for one year, includ ing 12 issues of SPORT AVIA TION , Family membe rshi p is an add itio nal $10 an nually, Junior Membership (under 19 years of age) is available at $23 annually, All ma jor credit cards accepted for membership, (A dd $16 for Foreign Postage.)

1429 Kin gs Lynn Rd

Stough to n, W I 53589 608-877-8485 darfE1apri/aire.(o /1I