VA-Vol-34-No-5-May-2006 by EAA Vintage Aircraft Association

VOL. 34, No.5

A N E 2006

M A y

Straight & Level by Geoff Robison

VAA News

Bucker Lite Lightened Bucker biplanes were used to set Czech national records by Pat Quinn

Antique Instruments Some clever solutions to measuring flight by H.G. Frautschy

Vintage Aircraft in the United Kingdom The Shuttleworth Collection by H.G. Frautschy

Standard Issue or Customized Take Your Pick Dan Wood and his Takes-a-Lickin'-and-Keeps-on-Tickin' C-170 by Budd Davisson Jack Russell Rescues a 170 and Makes It His Own by H.G. Frautschy

rass It To Buck Dear Buck, by Buck Hilbert

The Vintage Instructor What goes around, comes around by Doug Stewart

Restoration Corner by Buck Hilbert and Ron Fritz

Mystery Plane by H.G. Frautschy

Calendar

Classified Ads

COVERS

FRONT COVER: Jack Russell and Gene Day, along with Jack's fiancee, Cindy Johnson, and Gene's wife, Bonnie, restored Jack's Cessna 170 with a bit of a custom flair, using a color scheme that is based in part on the old Eastern Airlines markings. Read about it and a stock Cessna 170 in the article starting on page 12. EM photo by Jim Koepnick, EAA photo plane flown by Bruce Moore. BACK COVER: Dan Wood and his son Nick did all the metalwork when they restored their pristine Cessna 170, shown here over a broken layer of clouds west of Oshkosh, Wisconsin, during EM AirVenture Oshkosh 2005. EM photo by Mike Steineke, EAA photo plane flown by Bruce Moore.

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 Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw Display Advertising Representatives: Northeast: Allen Murray Phone 609·265·1666, FAX 609-265-1661, e-mail: a/lemnllrray(4'l llilld.~prillg.co/ll Southeast: Chester Baumgartner Phone 727·573·0586, FAX 727·556·0177, e·mail: ci>allllllll@' niwisprillg.colll Central: Todd Reese Phone 800-444·9932, FAX 816·741·6458, e·mail: todd@Sp,·mag.culll Mountain & Pacific Keith Knowlton & Associates Phone 770-516-2743, e-mail: kekllowltoll@?llilldsprillg.coJII

GEOFF ROBISON PR ES ID ENT, VINTAGE AIRC RAFT AS SOCIAT IO N

EAA convention thoughts

With the flying season now in full swing, I have been out doing my spring thing by knocking off the rust that gets attached to my flying skills over the long Midwestern winter. I typ ically start by flying a bunch of touch and-go landings and some simulated short-field takeoffs. And then I finish off with some short-field landings, turns around a pOint, and some slow flight maneuvers. It always feels good to get back into the full swing of things with both of my flying machines. By the time you read this, both of the an nual inspections will hopefully have been completed in the Cessna 120, and the 170A. Both annuals are anticipated to go well. The spruce-up of the C-120 continues to go pretty well, and again, by the time you read this column hopefully it will be at the interior shop for all the finishing touches. My favor ite tin bender should have the wheel pants and the lower cowl finished later this week, so the paint shop can get to work on the new finish. The top cowl was in the worst shape, and the tin man did a really nice job of fabricat ing a new replacement center section, as the old one had a bu nch of vibra tion cracks that were slowly getting worse. We also now have all the mate rials needed to replace the ratty-look ing and mostly ineffective cowl seals. I can't wait to see how it all works out. For those of you intending to visit us at EAA AirVenture Oshkosh 2006, be sure to watch the June issue of Vintage Airplane for a newly feat ured item. Vin tage Directors Steve Krog and Bob Lum

ley came up with a great idea of printing a removable insert to the magazine that will feature a convention program spe cific to the Vintage area of operations. So be sure to remove it from your maga zine and bring it along to AirVenture for an opportunity to save you and your guests some steps while visiting the VAA grounds. I'm guessing that a good num ber of members will learn of several ac tivities in this program that you were previously unaware of. If you forget to bring it along, or maybe you just don't want to alter your copy of Vintage Air plane, that's fine, because we intend to do an overprint of these program pages and have them available to the mem bership in the Vintage Red Barn for your convenience. After all, the new catch phrase for the Vintage area at Oshkosh this year is "Vintage aircraft; not just a lifestyle, it's an adventure." Speaking of the 2006 event, my e mail box has been pretty active for sev eral months now with members who have shared their displeasure with our 200S policy of parking only Classic air craft directly south of the Antique dis play area and the Theater in the Woods. We had previously decided this would improve the overall layout of the field and provide for a more common sense approach of displaying the various types of vintage aircraft in our area. Boy, did I get an earful from those of you who typica lly come early with your Con temporary aircraft to make certain you will be able to camp in this obvious ly popular area. Most of us actually had no idea how many Contemporary airplane

drivers choose to arrive early to be as sured of a camping space in this popu lar area. So, you will all be pleased to learn we have chosen to rescind policy for at least the short term to again al low access to Contemporary campers in this area. Please be aware that this spe cific area is strictly available on a first come, first-served basis for our members camping with their vintage aircraft. We do intend to occasionally revisit our aircraft parking layout in future years; however, major changes are unlikely until additional camping facili ties be come availab le further south on the field. Although I have communicated with a good number of folks who took the time to write or call, I also wanted to apologize to anyone else who was unex pectedly displaced to the south because of this 200S policy change. Also, while we're on the topiCof new facilities, be sure to come visit us at the Tall Pines Cafe again this year and check out our brand new kitchen facility down near the Ultralight area of operations. The new facility will now house the en tire cooking operation for the cafe and shou ld prove to be a much more effi cient operation . Be sure to come join us at the kitchen and experience a great meal for a good value. VAA is abou t participation. Be a member! Be a volunteer! Be there! Let's all pu ll in the same direction for t he good of aviation. Remember, we are better together. Join us and have it all!

HAVE YOU MADE YOUR PLANS TO ATTEND EAA AIRVENTURE 2006?

EAA AIRVENTURE OSHKOSH 2006, THE WORLD ' S GREATEST AVIATION CELEBRATION-JULY VAA IS ABOUT PARTICIPATION : BE A MEMBER! BE A VOLUNTEER! BE THERE!

24-30

VIN T A GE AIR P LA N E

EAA's Advocacy, Members Help Bring Change to FAA Medical Processing Backlog reduction is fi rst goal Among the most important issues facing the pilot community has been the FAA's backlog in special issuance medical certifications, as well as the cost and difficulty associated with ob taining and renewing a special issu ance medical. That's why EAA is committed to finding a solution to the special issu ance process that affects or will affect many of its members. The issue came to a head at EAA AirVenture Oshkosh 200S, when the majority of questions fielded by FAA Administrator Marion Blakey at her annual Meet the Admin istrator session were from pilots con cerned or upset about delayed special issuance certificate applications. After EAA AirVenture 200S, EAA's Aeromedical Advisory Council, a group of volunteer flight surgeons who serve as a reservoir of aeromedi cal expertise to EAA and its members, developed a plan to attack the prob lem . Based on this proposal submit ted to the FAA last December, EAA officials received an invitation from FAA Associate Administrator Nick Sa batini and new FAA Flight Surgeon Dr. Fred Tilton to visit FAA head quarters in Washington, D.C., for the purpose of discussing the recommen dations. A review of new agency ac tions in response to EAA's proposal to improve special issuance process ing was also part of the session. The meeting was held March 30, with Sabatini, Tilton, and Peggy Gilligan, FAA deputy associate administrator for aviation safety. EAA President Tom Poberezny and EAA Aeromedical Advisory Council Chairman Dr. Jack Hastings led the EAA delegation that also included Dr. Richard Jennings, EAA aeromedi cal advocate and incoming president of the Aerospace Medicine Associa tion (AsMA); Earl Lawrence, EAA vice president of industry and regulatory 2

MAY 2006

affairs; and Doug Macnair, EAA vice president of government affairs. EAA's recommendations to the FAA for improving medical certifica tion processing were summarized in four points: . Review of examination intervals (e.g., one year instead of six months for first class examinations, and five years for third class medical certificates). . Review of special issuance medi cal conditions with the potential for complete elimination of some and/ or reduced reporting requirements for others. . A "super AME" concept, includ ing the delegation of additional review and approval authority to avi ation medical examiners (AMEs) who are willing to assume the responsibil ity and have demonstrated compe tency in aeromedical disposition. • Review of the third class medi cal certification system with consid erations ranging from elimination of the certificate to more relaxed medi cal requirements. Sabatini said EAA's recommen dations were "right on target." The FAA responded with a series of ac tions intended to address the spe cial issuance medical certification backlog. The actions the FAA has proposed, or are continuing to work on behind the scenes, address all of EAA's recommendations. The FAA is taking these immedi ate steps to ease the special issuance backlog, while EAA and the FAA con tinue to work on more sweeping, long-term improvements: .Farming out special issuance cases electronically from the Civil Aero medical Branch in Oklahoma City to the FAA regional flight surgeons, effectively increasing the number of doctors available to review and ap prove special issuance applications. • Expanding the list of approved conditions for which medical exam iners may renew special issuance cer tificates under the aviation medical examiner assisted special issuance

(AASI) process. This process allows medical examiners to renew special issuances directly instead of sending them to the FAA for review. • Undertake an extensive commu nications effort to educate medical examiners and encourage them to participate more fully in the AASI process. This can dramatically ease the renewal of special issuances. The FAA is enlisting EAA, the EAA Aero medical Advocates, the Civil Aviation Medical Association, and other asso ciations to assist in distributing infor mation about the new AASI program and to help encourage both doctors and medical certificate applicants to take advantage of the program in stead of deferring the renewal of spe cial issuances to the FAA. • The FAA has pledged to address EAA's longer-term recommendations for increased certificate duration and explore opportunities for greater del egation of authority from the FAA to the aviation medical examiner (EAA's "super AME" proposal). These pro posals are long-term efforts because they require additional rulemaking, but the agency is willing to undertake significant changes in these areas.

Annual EAA Business Meeting July 29 at EAA AirVenture In accordance with its bylaws, the Experimental Aircraft Association will hold its annual business meet ing at 10 a.m. on Saturday, July 29, at the Theater in the Woods during EAA AirVenture 2006, Wittman Regional Airport, Oshkosh, Wisconsin. Electing eight Class I directors (three-year terms) will be the first agenda item, said Alan Shackleton, secretary of the EAA board of direc tors. For these pOSitions, the nomi nating committee has submitted the following candidates : Richard W. Beebe, Jerry Baker, Michael H. Dale, John W. "Jack" Harrington, David C. Lau, David R. Pasahow, Robert Reece, Dan Schwinn, Alan R. Shackleton, and Paul]. Spanbauer. ~

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 n o matter how many expenses we can point out, the need remains constant. The Friends of the Red Barn fund helps 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. Thatlk-You Items by level

Name Usled: \\ntage,Web&~

at Red Bam

Donor Appreciation Cerlilicale

Actess to Volunteer Center

Special FORB Badge

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 • Red Barn and Other Buildings' Maintenance .And More!

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

Diamond, $1,000

2P,opItfF,.1I\

2Tickets

Full Week

Platinum, $750

2PeopIeIfIlIII\

2Tlckets

2Days

Gold, $500

1Ponoo/F,.II\

1Ticket

Siver, S2SO

Bronze, $100

loyal Supporter, $99 &Under

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 __ Loyal Supporter Gift - ($99.00 or under) Your Support $ _ _

o Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) o Please Charge my credit card (below) Mail your contribution to: Credit Card Number _____________ Expiration Date ___ _ Signature____________ _____ _

EAA, VINTAGE AIReRAn 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 L -_ _ _ _ _ _ _ _ _ _ _ _ _- - ' a matching donation . Please ask your Human Resources department for th e appropriate form .

NameofCompany ~--~----~~~~~--~~--~~~~~--~~~~~~~

The Vintage A ircraft A ssociatioll is a non-profit edllcatiolwl organization uruler IRS SO Ic3 rilles. Under Federal Law, the dedll clioll fro m Federal Incom e tax fo r charitable corltriblltiolls is limited to the amount by which any m oney (and the value o( any property other tlwn m oney) contribllted exceeds the value o( the goods or services provided in exchange for the contribution. A n appropriate receipt ackl10wiedgillg YOll r gift will be sent to you (or IRS gift reporting reasons.

VINTAGE AIRPLANE

Bucker Lite

Lightened Bucker biplanes were used to set Czech national records BY PAT QUINN

n the Cold War days of the 1960s, Czechoslovakia was a firm Communist member of the Eastern Bloc and civilian flying as we know it didn't exist. Virtually all private aviation was via the aero clubs throughout the country and was administered by the military. The aero clubs were equipped with the indigenous version of the Bucker Jungmann, the Aero C-104, powered by a 10S-hp Walter Minor engine. Because the Czech military consid ered the small biplane obsolete, it be gan preparing to dispose of the type. To do so, it simply chopped the air craft into pieces. For an 18-month period, however, the SVAZARM (As sociation for Cooperation with the Army) gave permission to the coun try's aero clubs and the Central Avi ation School to modify the Aero C-104 to attempt to set national and international records . The Central Aviation School and two aero clubs accepted the challenge. Although some records were set in

MAY 2006

the 1,000-kg class in the L-40 Meta Falcon during the same time period, many were set with Aero 104s in the FAI (Federation Mronautique In ternationale) C-la class of SOO ki lograms (1,102 pounds) of gross

weight! To qua lify for the SOO-kg class, three Aero 104 biplanes were stripped of all unnecessary weight, including the front cockpit instru ment panel, seat controls, and wind shield. All three then had the front

With its lightly clothed pilot, Karel Balasek, on board, OK-AXF weighed less than 1,102 pounds (500 kg) when it set a SOO-kilometer (310_7-mile) speed record of 93.21 mph on October 19, 1961.

cockpits faired over. The standard empty weight of an Aero C-104 was 859 pounds, and the three clubs were able to somewhat reduce this weight. The entry from the Central Avia tion School at Vrchabi, OK-AXF, was equipped with an enclosed rear cock pit. Aeroklub Jihlava submitted a lightened entry, OK-AXG. Aeroklub Kladno equipped its mount with a 140-hp M332 engine. This engine is now marketed as the LOM M332. On June 17, 1960, Helena Rum lerova flew the stripped and tuned OK-AXG to a C-1a world record al titude for women of 18,553 feet. When the luncheon to celebrate her record achievement was fin ished that day, Rumlerova returned to the airport and was shocked to find the SVAZARM had already de stroyed OK-AXG. Fifteen months later, the M332 powered OK-AQR started setting national records over a four-day in terval. September 11, 1961, was the busiest day of all. Eva Leignerova flew into the record books at 129.6 mph over 3-kilometer and 15 kilometer courses, thereby set ting national records for women. Leignerova followed that up with a record of 129.1 mph over a 100-kilo meter closed course. Karel Jares also set national records for men on the same day in OK-AQR on the 3-kilo-

Helena Rumlerova received a bouquet of flowers after setting a world altitude record. While she was at a celebratory luncheon, her mount for the record, OK-AXG, was chopped up and de stroyed by government officials.

meter and IS-kilometer courses with identical speeds of 129.6.mph. Jares then flew OK-AQR to a new national C-1a altitude record of 23,589 feet on September IS, 1961.

On October 19, 1961, pilot Karel Balasek, who weighed less than 130 pounds, was attempting to break the national C-1a speed record over a 500-km course in OK-AXE His crew rolled the aircraft onto the certified scales, and then removed everything possible from the airplane, but it was still just a little bit over the 1,102 pound (500-kg) maximum weight. Balasek then removed his clothes, including his shoes, until he was wearing only his shorts, undershirt, and socks. Finally, 7 ounces under the 500-kilogram requirement, Bal asek set a new record of 93.21 mph over the 31O.7-mile course with the stock-powered Aero C-104, but in the la te fall air, he nearly froze to death doing so! In the end, the government de stroyed the other two aircraft, but these were impressive records set in lightweight biplanes. Footnote: Joe Krybus, a Czech ex patriate, is the foremost expert on Bucker aircraft in the United States and, perhaps, in the world. He op erates a shop at the Santa Paula Airport in California, where he re stores, supports, and builds Bucker aircraft. This story represents many years of Joe's research, and I write it with a great deal of gratitude to him for the information.

Balasek set a new

record of 93.21 mph

over the 310.7 mile course with

the stock-powered

Aero C-104, but in

the late fall air, he Editor's Note: Pat Quinn owns and pilots a Lycoming 0-360-powered nearly froze to death Spanish-built Jungmann , which he hangars at the historic Santa Paula doing so!

Airport in California. ....

Records were also set in the L-40 Meta Falcon during the same time period. VINTAGE A I RPLANE

tique Instruments Some clever solutions to measuring flight BY

H.G.

FRAUTSCHY

i nce man bement makers began gan flying, he's filling requests from airwanted a way to craft manufacturers and quantify the experience pilots who needed to of flight. know more. Was the airplane turnAs aviation matured ing a lot, or just a little? as an industry, new And what direction was companies started to fill it headed? The hiker and the needs of the aircraft the mariner had a solumanufacturers. Founded tion, which was quickly in 1917, Rieker Instru adapted by aviators. ment Company (now A magnetic compass, known as Rieker, Incor pivoted on a jeweled LEEANNABRAMS porated), Philadelphia, pin, wit h the m ovem ent Th;;RiieiUeriLii4iiiViaitiOii1i1cliilOinet;r,iiijiiiiidWCfumiiYiiieSisaHmrue;-' Pe n nsyIva n i a, has be e n dampened by a slightly company for decades. busy filling orders for its viscous fluid, did the spirit-filled glass levels trick pretty neatly. There was quite and inclinometers for 89 years. Af a bit more, however, to measure. ter its founding during WWI, aviWas the airplane in a skid or a ation products soon became one slip? The aviator could feel the efRieI~er, of its primary product lines, and fect in the seat of his pants or the Rieker quickly became known for slipstream on his cheek, but with its high quality and innovation. In the propeller blasting the air back ~eS t fact, it remains in business to this in a whirling horizontal tornado, day, supplying not only aviators, the effect wasn't always felt if the sI~id but also the commercial and indus slip or skid was minimal. A tuft of trial trade with spirit levels and inclinometers for use on fire engines, yarn, tied to a cross brace or strut outside of the prop's slipstream, 0 lift trucks, and any other vehicles that may encounter a grade, along worked a bit better. If the pilot wanted to know how with electronic digital inclinome much the nose of the airplane ters. It has maintained its presence pitched up or down, a glance out in aviation and, in fact, is open to at the bottom of the wing would making just about any aircraft in tell him what he needed to know. strument it has made over the past When airplanes were more frail 89 years. If it still has the mold, it and were flown only in the best will make it. of weather conditions, these envi Rieker still makes the familiar ronmental observations were more slip/skid indicator many of us see than adequate, but as aviation be on the instrument panels of many came more sophisticated, instruvintage airplanes, either as a stand-

Inc _

-II

Stl l11.a fal11.iliar slip/

In Icator l11.any

us See on

the instrul11.en t

panels of l11.any

vintage airplanes_

MAY 2006

alone instrument or as now you know-one the "ball" portion of a end houses the expan turn -and-bank gyro in sion chamber. strument. Its PMA'd Each tube is then set 1040 manual inclinom in potting compound eter (we know it as a within a cast and ma slip/skid indicator) is chined aluminum still in production and housing that has been used on new manufac painted. Then the letter tured aircraft. ing cast in them is filled I asked the folks from with a "wipe 'n' white" Rieker to send us a few paint. For some appli samples so we could see cations, a pair of lubber LEEANN ABRAMS what goes on inside, and lines may be included to The larger Rieker 1030, which has the same 10-degree graduations indicate when the incli not surprisingly, I could as the smaller 1040. The hand·blown glass tube with a steel ball is see a few things hidden nometer is centered. Typ the heart of the alcohol-filled aviation slip/skid indicator. ically, that's done on the from view that are key to the success of the units intended for indicator. For the use in a turn-and normal slip/skid bank indicator or indicator, glass is an aviation slip/ blown in a mold skid indicator. Rieker has in to produce a con dicated it will re Sistently shaped curved tube. The build the glass size is critical, portion of any since a steel ball indicator manu will be dropped factured by it. You can contact into the tube be fore it is filled the company at with clear fluid www.riekerinc.com (normally alco More commonly used in antique aircraft before the widespread use of gyroscopic in· or by calling 800 hol). The top is struments, spirit levels with a bubble were used to indicate the inclination of the air· 497-4523. then sealed by a plane in roll. A similar unit was installed in the Ryan NYP The Spirit of Sf. Louis. During the glass blower, with 1920s, aviation a small amount of air left in the instrumentation became far more very top of the tube's small umbil sophisticated with the introduc ical. The airspace serves as an ex tion of the gyroscopiC instruments pansion chamber, and as a clever built by Sperry. Still, the spirit way to keep the instrument's vis level was well regarded, particu ible portion free of any air bub larly for flight in visual flight rules conditions. Often installed in con bles, which can negatively affect the ball's movement in the tube. junction with Sperry's gyros, the Tubes that have a more pro nounced curve may not have the umbilical, as the expansion cham ber bubble can be maintained in At the time of Lindbergh's construction of the tops of the upturned tubes. the Spirit, he chose the lightweight Rieker For others that have no steel ball P·1917 Degree Inclinometer to give him included in them, the small bub climb and descent angle infonnation. This ble used in the "upside down" replica instrument panel of The Spirit of level is all the expansion bub St. Louis was displayed during the 75th ble the unit needs. If you've ever anniversary exposition of artifacts related wondered why most slip/skid in to Lindbergh's historic 1927 flight. Apair of Rieker inclinometers were mounted In dicators have those funny little upturned bumps on each end, the lower center of the panel. VINTAGE A I RPLANE

A copy of the tube used in the vertical pitch indicator shown on the Spirit's panel.

When the nose pitches down, the fluid in the tube facing the pilot descends, and is read on a graduated scale mounted with the

tube on the instrument's case. The opposite is true for the aircraft in a climb. The kink in the lower tube serves as a fluid move

ment damper, while the disc-shaped part of the tube is a fluid reservoir.

Rieker units were relied upon for both pitch and roll information, albeit with some inherent limita tions. One of the most famous in stallations seen in the 1920s was the use of a pair of Rieker glass tube instruments on the panel of the Ryan NYP The Spirit of st. Louis. As a young boy I understood the operation of the curved, inverted spirit level at the top of aT-shaped pair of tubes mounted dead cen ter in the Spirit's panel. After all, it was just like the level my dad had used so often when we were building things in the basement, but the vertical tube was a bit of a mystery to me, and I never gave it much thought, until I was looking at the marvelous cockpit photos of the Spirit for the book At the Con trols: The Smithsonian National Air and Space Museum Book of Cockpits, edited by Thomas M. Alison and Dana Bell. There, glowing back at me in luminous yellow-green, were those tubes I recalled seeing in drawings. Ned Denigan, president of Rieker, was happy to explain them to me, and he kindly sent me a sample of one of the instrument's tubes. Again, it's what you don't see that's the most interesting. Take a look 8

MAY 2006

at the photos as you read along. So simple, but very clever. For the Rieker P-1917 Degrees Inclinometer used in the Spirit of St. Louis and many other aircraft of that period, a triangle of tubes is formed by the glass blower, with a disc-shaped reservoir chamber on one leg, and a small kink formed a bit further down the same tube. Both the kinked restriction and the reservoir chamber are on the lower leg of the triangle. The tube is filled about halfway with dyed alcohol. At first, I thought the liquid might be antifreeze, since it resembles a certain brand-name product, but I was assured it has always been plain old alcohol with a bit of yel low/green dye added to it. The tube is then mounted in a case that has a series of "catcher's mask" wire guards across the face, to protect the tube from being ac cidentally broken. So the indicators can read correctly, the instrument panel must be installed with its face vertical when the aircraft is in level flight, as well as level from wingtip to wingtip. As the nose of the airplane dips in flight, the fluid level in the tube facing the pilot will go down, indi cating a dive, and the opposite is

true as the airplane's nose is pulled up in a climb. The small restriction in the lower tube acts as a damper, allowing the alcohol to pass by without causing the fluid to exces sively jump up and down in the visible portion of the tube. With it, Charles Lindbergh and other pi lots who were challenged by their aircraft's configuration were able to accurate ly determine climb or dive angles and the aircraft's rela tive trim. Considering its limitations, the spirit level-based degree inclinom eter worked particularly well. The fluid is still subject to acceleration errors, so in low-visibility flight conditions the spirit levels cannot be relied upon to give accurate indi cations concerning the actual bank or pitch angle of the airplane. It would require the additional work of Sperry and other gyroscopic in strument makers to make true instrument flight practical, but in terestingly, the small, simple fluid filled steel ball slip/skid indicator is still found on just about every aircraft instrument panel, from the lightest lightplane to the largest air liners. It works, with a minimum of fuss. What more could you ask of an instrument? ......

The Shuttleworth Collection BY

B.G. FRA UTS C HY

PHOTOS BY D AVID MACR EADY

A number of years ago, VAA member David Macready, of Rugby, Warwick, Great Britain, was kind enough to send us a three-ring binder chock-full of slides taken at various vintage aviation events in the United Kingdom. David's photographs are great, and what made them doubly useful was his careful attention to detail

A lineup of antique and antique replica aircraft on the line at the Shuttleworth Collection aerodrome. From left to right, the Bristol Boxkite replica, 1912 Blackburn D Monoplane, 1910 Deperdussin, and Avro Triplane replica.

in labeling each slide with the aircraft name, registration markings, and the event at which the photograph was shot. We'll present the vin足 tage aircraft shot by David in a few more issues of Vintage Airplane. Let's get started with his shots taken at the Shuttleworth Collection in Old Warden Park, North Biggleswade.

The Shuttleworth Colledion A remarkable setting for some of the rarest airplanes still flying, the Shuttleworth Collection is located in the English countryside, with a grass runway and eight han足 gars. It is open all year, with special flying display days held throughout the flying season. For more information, visit its website at www.shuttleworth.org. The Shuttleworth Collection, Old Warden Park, Nr. Biggleswade, Bedford足 shire SG18 9EA. Visitor Centre phone: (01767) 627288. E-mail : collection@shuttleworth.org. VINTAGE A I RPLANE

The Percival Mew Gull G-AEXF was badly dam足 aged after an engine failure, but was expertly restored by Hawker Restorations. Shown here at the Shuttleworth Military Pageant in August 2001, this is the same airplane flown by Alex Henshaw in his historic flight from London to Cape Town, South Africa, in February 1939. It is owned by Desmond Penrose of The Real Aero足 plane Co. of Breighton.

Another of the original airplanes on display at the Shuttleworth Collection is this Bleriot XI monoplane. This Bleriot was used at the Bleriot School at Hendon in 1910, and is the 14th model XI built. Crashed in 1912, it was stored for a time un足 der a railway bridge. Rebuilt by A.E. Grimmers, it was bought in 1935 by Richard Shuttleworth, his first historic aeroplane purchase. Still in flying condition, it is restricted to straight hops down the grass runway at Old Warden. The engine is the original three-cylinder, 24-hp Anzani. 10

MAY 2006

The oldest flying aircraft in the United Kingdom, this is an original 1912 Blackburn Type D Mono plane, powered by a 50-hp Gnome rotary engine. First constructed by Robert Blackburn's com pany in 1912 after an order was received from Cyril Foggin, it was used by Foggin to deliver the Yorkshire Post newspaper from Leeds to York in July 1913. Crashed and abandoned in 1914 by a subsequent owner, the late Richard Shuttleworth discovered the aircraft buried under a haystack. After buying the haystack to obtain the aero plane, he took it back to his airfield at Old War den and began restoration. His untimely death delayed the restoration's completion until 1949, when it was finished by L.A. Jackson. It was first flown by Group Captain A.H. Wheeler on Sep tember 17, 1949, and it remains airworthy. It is flown when the air is calm in the early evening. In 1963, Daryl Zanuck of 20th Century Fox approved the production of a movie set in 1910, which centered around a mythical air race between London and Paris. Re leased in 1965, Those Magnificent Men in Th eir Flying Machines became a classic for its broad comedy and exce llent use of rep lica aircraft for the flying scenes. The movie was rece ntly released on DVD. Air Commodore A.H. Whee ler was tasked w ith coordinating the creation of nine replica aircraft, five of which had to be flown. Within six months, he had seen to the construction of the aeroplanes, of which three of each example had to be built. Here are two of the replicas that were constructed for the film and subsequently purchased by the Shuttleworth Trust.

The first is the Bristol Boxkite replica, flown in the movie as an "American airplane." The replica was built by Miles Aircraft, with George Miles himseH serving as its test pilot. The constructors of the replica had planned on using a Rolls-Royce (Continental) A-65 engine, but it ran too hot while being run as a pusher at high speeds, so the decision was made to re-engine the aircraft with the C-OO. Even still, the main fuel jets had to be reamed out to make the engine run a bit richer, to aid in cooling! It is shown here in preparation for flight during the Sunset Dis play 3 at Old Warden in July 1999.

One of the most flightworthy of the replicas made for the film was the Avro IV Triplane. Powered by the 105·hp Cirrus Hermes, the triplane was flown by the movie's villain, Sir Percy Ware-Armitage. Built by the Hampshire Aero Club, the replica was known for its strength and pleasant flying charac teristics, at least as far as a 1910 aeroplane was concerned! These shots were also taken during the Shuttleworth Collection's Sunset Display and its pageant at Old Warden Aerodrome. VIN TA GE AIR PLA N E

Standard Issue

Dan Wood and his Takes-a-Lickin'-and-Keeps-on-Tickin' C-170 BY BUDD DAYlSSON

an Wood has an un足 usual perspective on airplanes and why some of them last as long as they do. "The best thing to happen to my airplane, II he says, "was the tornado that totaled it in '85. It was appar足 ently pushed into a hangar and the usual stuff was crumpled. I couldn't track it all down , but I knew for sure it crunched the fin, a wing,

D 12

MAY 2006

and a strut, but there had to be lots of stuff I didn't know about." Even the most casual listener would have to question this being a good thing. "If the airplane hadn 't been so severely damaged, it wouldn't have been totaled and sold by the insur足 ance company. The current owner would have simply repaired it and kept it. It also wouldn't have been completely rebuilt, which took it

out of circulation for a time. If it hadn't been completely rebuilt, it would have been just another rag-wing 170, and there was a time back then that straight 170s weren't worth much. Many wound up sinking into the ground on the back tie-down line . By the time this airplane re-emerged, that time was past. I think the tornado saved this airplane. II Ip a twisted sort of way, there's

Customized

some logic to his argument. The original 1948 170 was so quickly and completely eclipsed by the all-metal 170A and its handsome tapered wings that the old 170 immediately began to look a lit tle dowdy. Not to mention, from a distance, it looked for all the world like a 140. Today, a good percentage of those in sport avi ation don't even know that the ancestor of the now-famous C 172 had rag wings. However, you don't have to look far past Dan's airplane to know it's one of the best of a relatively rare breed. Dan came by aviation naturally: his first ride was in a Brantly he

licopter by the Brantly test pilot, his uncle Elton Barnum. Plus, his father had flown Taylorcrafts dur ing World War II, doing his part for liberty while flying CAP pa trols. Wood-the-elder saw the spark of interest in his son, and even though he'd been out of avia tion for years, the two of them de cided it would be a good thing for them to do together (Dan's father, W. Robert Wood, passed away Au gust 21, 2005). "Dad always wanted me to get my A&P, and I did after getting my BS in aircraft engineering from Western Michigan University. I worked in the aerospace industry

for a while and am now a supplier quality team leader at General Mo tors in Spring Hill, Tennessee. "We decided that rather than renting for me to learn to fly," Dan says, "we'd buy a 150. He got cur rent while I was working on my li cense. We were having such a good time that shortly after I got my ticket, my wife [Debbie] decided she wanted to fly with us, so we bought a 172. Even though she was preg nant, she decided she wanted to learn to fly and started taking les sons. When someone is pregnant, however, there comes a time when, for increasingly obvious reasons, you can't land an airplane. VINTAGE AIRPLANE

MIKE STEINEKE

(!)

Intended to be the four-place airplane any Cessna 120/140 pilot could handle, from a distance the first version of the Cessna 170 could easily be mistaken for its smaller brethren.

t)~ 3 .;'; ~ ', Dan Wood (above) did all of the metalwork with his son, Nick. As is always the case with avia tion, the birds of a feather thing kicks in, and you begin making friends you would never have found if it hadn't been for airplanes. In so doing, you often find yourself dis covering new facets of aviation. "I hung out with some friends that were into vintage airplanes. Nothing really exotic. Just the usual tail dragger stuff, and that's what got me hooked on older airplanes. They just feel right. The 172 was a great airplane, but I seemed to like the older airplanes better. So, my wife and I bought a 7AC Champ. "I started going to dawn patrols in Michigan with my dad in the early '70s. We must have gone at least 10 times every summer, and that helped fuel my interest in vin tage airplanes, too. It became pretty obvious that many of the older air 14

MAY 2006

planes could be just as reliable and pro vide exactly the same utility as newer ones, and I found that re ally attractive." The 172 had set the s tan dar d for the Wood family in . terms 0 f uti·1·Ity, so It was a foregone conclusion that the Champ wouldn't last long. ''It was fun, but the Champ was just too small and too slow. My son, Nick, and I started flying and camping earlier in the 172, and after one camping trip in the Champ, it was obvious that more room and speed was needed. "We began looking for a four place, all-aluminum airplane, and when you're looking at older air planes, there are really just a cou ple choices that fit that description, the 170 and 180 being the first two. One-eighties were out of our bud get, but we thought by doing some creative searching we could find a 170 of some kind. At the time, I wasn't looking for a straight 170, but was looking at 170s in general. "I didn't want a project, but some part of me was attracted to finding an airplane that I could do a lit tle work on and make it our own.

I found a straight 170 in Georgia that was flying reasonably priced. It was pretty rough and needed lots of TLC. Lots of it. "I liked the fact that the airplane had never been painted. Plus the skin was good enough to polish, which I also found enticing. The airplane did have some damage his tory, but it was a little hard to figure out exactly what had happened to it from looking at the logs. I was ly ing in my tent relaxing at Oshkosh this year when I heard a gentleman getting more excited the closer he got to my airplane. He turned out to be the pilot who had owned the airplane in 1985 when the tornado totaled it. John Startz owned this airplane in Houston, Texas, and he was sure that the insurance com pany had scrapped it. He was so ex cited to see her still flying, and we became instant friends. "It was really fun to watch him walk around and look at the airplane. The last time he'd seen it, it was in a pile against a hangar. He told me the whole story. That's one of the things that makes owning an airplane like this so much fun. Every vintage air plane has had a long string of own ers, and you never know when you'll run into one of them." When a machine has lived for

More outstanding metalwork by Dan and Nick Wood is evident in this shot of their engine com partment.

Russell handed

him an envelope.

In it was his

last rent check

all torn up.

He said, "It is

your hangar for as long as I am alive." While not intending to create a perfect stock Cessna 170, the Woods' airplane maintains the feel of the airplane as it was in the late 1940s.

16 MAY 2006

well more than half a century, it is bound to have had its fair share of incidents, but you'd think get ting scrambled by a tornado would be enough for an airplane. But fate wasn't finished with the Wood fam ily C-170. "In 2000 a friend was flying it when the engine quit cold. It turned out there was a slug of wa ter in the fuel. He got it down okay, but it went up on its nose. Thank fully, it didn't hit a hangar, or we would have been right back where this particular airplane started. It did, however, get the cowling, the prop, the landing gear, and a few other items. So, even though I wasn't looking for a project air plane, right at that moment, that's

A modern set of ra dios is installed in the lower left corner of ••• the instrument panel, which otherwise looks stock, complete with a new reproduction of the plastic panel with a "graph paper" style insert in the lower center.

exactly what we had. "One of my aviation buddies that got me interested in vintage taildraggers is Jay Cavender. Jay is an IA and operates Classic Flight Inc . in Brooklyn, Michigan. We took the wings off and got it ready to rebuild it. We decided this would be the obvious time to do some of those things we'd been wanting to do all along." The wings and engine were left in Jay's care, and the fuselage went home to Tennes see. When the Wood family first moved to Tennessee and started looking for a hangar, they met a person who would become a good friend and inspiration. Russell Puckett owned an airport in Eagleville, Tennessee, and he had a hangar across the road for $30 per month. It became normal to stop and talk to Russell and his wife, Nora, al most every time Dan went flying. Russell was a civilian instructor at Pine Bluff, Arkansas, during the war flying PT-19s. After the war, he became a Piper dealer buying new J-3s for $600 each. At one time he had six new J-3s with the wings off in that hangar. Dan and Russell became lifelong friends, and one time Dan stopped by and Russell handed him an envelope. In it was his last rent check all torn up. He said, "It is your hangar for as long as I am alive." "The hangar was getting really bad, and when the airplane was finished, I think it broke his heart

The rounded tail sur faces are another distinctive charac teristic of the 170.

when I told him that I wasn't put ting it back in there. I continued stop ping by and talk ing airplanes until he passed away last year at 96 years young. I still see him sometimes at 6,500 AGL. "When we started work, the goal

Bob had redone his panel and steered Dan to Joy Warren with the Cessna 120/140 Association who makes the reproduction plastic panels that dominate the lower part of most vin tage Cessna panels. "We refinished every thing on the panel in the interior in original colors and

A pair of A-framed wing struts and fab ric-covered wings are your first clue this is the Cessna 170, not the single-strut, all metal taper wing Cessna 170A that was to follow.

wasn't to have a completely origi nal airplane. At its core, we wanted a completely usable airplane that was as original as we could make it without compromising its util ity. For instance, when doing the panel, on the one hand I took the LORAN out of the glove box and kept looking until I found an origi nal door for the box. On the other, I stayed with the Terra avionics stack in the panel." Dan met another friend-to-be, Bob Runkle, at a fly-in, where Bob had his beautiful 1948 Cessna 140.

used one of Joy's reproduction plastic panels to replace the orig inal one that was getting pretty funky looking. Then, I polished the switch keys. Unnecessary, but very cool looking. "We completely zero timed the engine, including replacing the crank with what was essentially a new one. The original crank cracked when the airplane went up on its nose during the accident." When working on the airplane, Dan corrected something that had never made any sense to him, and V I NTAGE AIRPLANE

since the root cause of the incident was water in the fuel, some corrections had to be made. "The original rag wing 170s have two 12-gallon, Cessna 140 tanks in the right wing, but only one on the left. This airplane had been modified and had a fourth tank in the left wing. However, only two fuel drains were installed. So, water can get trapped in the outboard tanks, and you have no way of draining it out. We decided to add addi tional fuel drains to the out board tanks to get the fuel out. Then we added Monarch fuel caps to keep the water out in the first place. Field approvals were received for both modifications. "When the gear was bent back, it really did a number on the forward lower fuse lage, so we had to do some surgery in that area. My son, Nick, and I did all the met alwork ourselves, with Nick doing the bucking bar du ties, something of which he is very proud. "The rest of the airplane was actually fairly clean in side, considering its age, but naturally some stuff was worn. We installed new seat tracks and did some detail work, like painting the en tire interior so it matched the Silver French Gray that was found on the rear ashtrays. "The cowl was pretty beat up in the accident, but rather than replace it, we rolled most of the wrinkles out. At the same time I removed the antenna, which for some rea son they had mounted right in the top, center of the cowl ing and replaced the sheet metal. Very weird. "We replaced all of the win dows in the airplane and went back to the original two-piece windshield. For whatever rea 18

MAY 2006

son, I just think it looks better on that airplane." Regardless of what kind of airplane we're talking about, if it has the original alumi num wheel pants and they are polished, everyone who sees the machine gives it a mental thumbs-up, and that is definitely the case with the Wood 170. "The wheelpants were bought a couple of years ago, and they were painted. I stripped the paint and re moved all the filler and found they didn't seem to be that bad underneath, so I took them to one of the met alworking shops at Oshkosh 2004. There I spent some time with Shawn Miller of Miller Custom Metalcrafting who runs one of the forums, and he showed me how to work the metal with a dolly and slapper. I learned a lot from him in a very short time, and after a couple of weeks working on them in my basement, I had a re spectable pair of wheelpants. It was amazing to watch the surfaces start to come back up level. (Editor'S Note: In the VAA Metal Shaping tent located just south of the VAA Red Barn, Shawn Miller will be demonstrating metalwork again during EAA AirVenture Oshkosh 2006.) "My great-great-granddad was a blacksmith, so I guess I have it in my blood." Dan may have the blood of a blacksmith flowing through his veins, but you're going to be hard-pressed to find any one viewing his gem-like air plane who has "blacksmith" tucked away in the back of the mind as a way of describ ing the airplane. Actually, the word "jeweler" comes to mind. Or maybe "silversmith." Not bad for an airplane that has been brought back from the dead twice. ........

Jack Russell Rescues a 170 and Makes It His Own BY

H.G. FRAUTSCHY

hen you look through the restoration photo album compiled by Jack Russell, you quickly realize that most amateur-built airplane kits have more components riveted together than his Cessna 170 did when it was disas sembled during restoration! There are times in every restorer's life when the project feels more like an exercise in frustration. Most bat tle through those days, and for Jack and his fiance, Cindy Johnson, the end result of hang ing in there is this agreeably restrained custom Cessna 170. Many years ago, Jack learned to fly in a Cessna 140. For much of the time since then, he's wanted to own a Cessna 170. Before fly ing became his life's career, he graduated from East Coast Aero Tech in Boston. His early years were spent working as an airline mechaniC, first for American Airlines and later for East ern. While bending wrenches for Eastern at its Boston base, Jack heard the word that the airline was looking for pilots, so he restored

an Aeronca Chief to use for his commercial rating. Nice airplane, but he re alized he'd have trouble meeting the requirements, since the Chief lacked a radio. On to plan B, in this case a Cessna 140 he bought and flew to obtain his commercial. All of that effort took about eight years, and when Jack ap plied for one of the pilot slots, he was told he was too old, at the completely washed up age of 28! Chagrined,Jack returned to Boston and heard that Gillette was looking for a copilot/mechanic for its corporate flight depart ment. Out of 100 appli cants, Jack was one of only three who could meet its

requirements of five years of maintenance experience and 500 hours of multien gine time. He was pleased to find he'd been chosen out of the three, and went on to fly the Gulfstream G-I and the newly acquired Gulfstream G-II, serial no. 3. After being upgraded to first officer on the G-II, he retired his wrenches. He has spent an aviation lifetime flying Gulfstream business aircraft for 37 years . He worked for Gil lette for 12 years, and then found himself working dur ing the next decade for the royal family of the United Arab Emirates, flying a G III all over the world. He came back to the United States in 1989, doing conVINTAGE AIRPLANE

tract flying for a number of operators, most re cently for an Australian businessman and his wife. The couple has homes on multiple con tinents, and Jack's last type rating before he retired was for a Boeing Business Jet (BBJ), which he also flew all around the globe . He retired in 2004, and spent the first year of his retirement in the home stretch of finishing a project that began in 1999, when he located a Cessna 170 to restore. He found his 170 on the west coast of Florida, and trailered it home to his place, Tradewinds Aerodrome on the Space Coast of eastern Flor 20

MAY 2006

" .. . the inte..io.. of these • • wings was aa.azlng;

you could use thea. as a a.i....o .. to shave."

ida. His grass strip airport is only 12 miles north/northwest of the Shuttle Landing Facility runway at the Kennedy Space Center. You can imagine the view during a rocket launch! As you would expect with an air plane found in a saltwater coastal environment, as Jack disassembled the airplane he found surface corro sion. Now he had to make a choice; should he scrap the project or dig in and start restoring? He chose the latter, but there were days when he really questioned whether he'd made the right decision. Not surprisingly, there's one fe l low whom Jack credits with mak ing the project possible, his friend Gene Day. While Jack was the cleaning-up and refinishing fellow, Gene did the metalwork, and Jack says he really was the backbone of the operation. If it were not for this 79-year-old spark plug, he doubts the project would have been suc cessfully completed. Along with Gene, who's been in aviation maintenance all his life, Gene's wife, Bonnie, was also in volved in the teardown and repair of the airframe. It was her work that showed the crew just how badly cor roded the original wings were. The wings nearly brought the project to a halt. It became clear that unless a new set of serviceable wings could be found, the labor involved in the other wing was just more than they could bear. Jack had to make a de cision; should he simply scrap the airframe, tear it apart and start an in-depth restoration, or check on an alternate route? A parts search canvassing the United States uncovered a pair of wings at a Cessna parts dealer in Colorado. They were new old stock, still covered in the original fabric, and had never been installed on an airplane. Sometimes it pays to own one of the airplanes that isn't the leader in production for a par ticular model! Jack says, "Believe it or not, the interior of these wings was amazing; you could use them

The instrument panel has a solid period feel, with a few cus tom additions, like the powder-coated piano switches at the center panel, and the custom-engraved bone-colored plastic panel. Detail at right.

Buckskin, sad dle, and camel were the colors of the AirTex in terior installed in 1959, and it still worked well with the new color scheme, so Air Tex was again called upon to update the inte rior of the 170.

VINTAGE AIRPLANE

A Grimes retractable landing light is pow ered by a GO-amp alternator, the only major change to the accessory section of the newly overhauled Continental C-14S.

as a mirror to shave . We were re luctant to prime them. They were that good." Primed in the same way as the fuselage, the metal-structure wings were covered in new Dacron polyester, and painted to match the fuselage. All of the paints used were Randolph products, including the Tennessee Red base color with Las Vegas gold trim. Starting at the tail cone, the fuse lage skin rivets were drilled out and the airplane disassembled right up to the baggage compartment. All of the skins except one (which had a surface patch they didn't like) were salvageable, but each had to be stripped of any paint, cleaned with metal brightener, and alodined for corrosion resistance. Then the skins were painted with a zinc-chromate epoxy primer. The aft fuselage skins were a start; from that point, every component on the airplane was removed, disas sembled, and evaluated for airwor thiness. Jack was happy to find the vast majority of parts on the Cessna were repairable, and once cleaned up and repainted, they were ready to be installed on the airframe. The six-cylinder Continental C-14S engine, which had more than 1,700 hours on it with one overhaul done in that time, was also reduced to a box of parts, and they were sent to Engine Compo nents Inc. (ECi) of San Antonio, Texas, for inspection and machine work. That included a complete set of updated new ECi cylinder heads installed by ECi, which 22

M AY 2006

Jack says was done for precau tionary reasons. The crankshaft was also replaced, when it was deemed the original crank was marginal when it came to passing inspection. The engine's acces sories also passed inspection, but were certainly due for overhaul, and were sent to Kelly Aerospace in Alabama for their work and yellow tags. The original 20-amp generator was replaced with a 60 amp alternator, also from Kelly Aerospace . Finally, at the nose of the airplane, the fixed-pitch prop, which is original to the airplane, was sent to Space Coast Propeller in Cocoa Beach, Florida, where it was checked and recertified. As the work progressed, all of the flight instruments were checked, and with the exception of the big, heavy old gyros, each was over hauled and kept. All the engine in struments were replaced with UMA instruments, and the panel was re stored with correct-looking left and right side panels, which is typically where radios are installed in the older Cessnas. The left side panel now holds a Garmin 2S0XL GPS re ceiver and a Garmin transponder; on the right side there is the origi nal glove box. As you'd also expect of a restora tion, the wiring behind the panel needed quite a bit of help, so the cockpit was rewired by Denton Air craft of Titusville, Florida. Jack built up a wooden mock-up of the panel and the instruments, and sent that along so the harness could be cus

tom fitted to the installation. The new installation included circuit breakers that replaced the origi nal fuses in their proper locations. There is a separate sub-panel for the avionics, located in the left panel, near the Garmin GPS. You can't help yourself from be ing drawn to the center panel of the post-war Cessnas. The plastic panel on Jack's is expertly machined and laid out with neat, tidy mark ings. Each of the push/pull controls knobs was duplicated from the origi nal plastic. Then they were powder coated to match the red color of the exterior, as were the "piano switches" at the bottom of the panel. Buckskin, camel, and saddle were the colors of the new AirTex interior which was installed in 2004, which worked well with the red and gold exterior chosen for the exterior. The interior side panels were sent off to AirTex, where new fabric match ing the older interior was installed. Plenty of care went into the instal lation of the headliner and side pan els, where a lapse of workmanship can really show. Not so in the Rus sell 170-ifs first class all the way. Jack and Cindy plan to use the 170 during the entire year, enjoying the winter in Florida at their home on the Space Coast and their sum mers in New Hampshire. It's pretty clear that wherever they go, their custom Cessna 170 will be caus ing people to nudge their neighbor hanging on the airport fence, and perhaps say, "What a nice 170. I al ways wanted one of those." ......

Richard and ~ne Hawleyand Bailey" Conifer, CO

• Soloed a 1-3 Cub in 1962 • Pilot for Southwest Airlines for over 20 years • Former Vice President of the International Cessna 195 Club

"If you want the very best value for your insurance dollar, AUA simply cannot be beat. I appreciate AUA's close bond with the vintage/classic airplane. They understand hand-propping and grass runways and offer an excellent multi-plane discount."

- Richard Hawley

The best is afforda ble. Give AUA a ca ll - it's F

800-727-3u.....~

E.E. " BUCK" HILBERT

Dear Buck, I've been reading your articles on propping techniques and accidents and enjoying them immensely. They've stirred up some old memo ries I'd like to share with you. Although I never flew airliners, as you did, our careers have some similarities. I guess that's not so un usual for guys of our generation. I started as a line boy and me chanic's helper in 1945 and then entered the Navy upon graduation from high school in 1946. I was as signed to carrier duty (USS PHILIP PINE SEA CV-47) and eventually became a member of Air Group 20, Squadron VBF-20. We were operat ing Grumman F8F Bearcats at the time; what an airplane that was! But I'm getting ahead of myself. I worked as a line boy at Smith Field, in Fort Wayne, Indiana; I learned to fly, and lived in Hun tington, a small town about 25 miles southwest of there. I was working for AIRGO, and one of the owner's nephews, Larry, came to work for them shortly af ter I did. We hadn't worked there long when Larry began learning to fly. He was a smart kid and picked up things quickly; he was also a smart ass! One day I noticed him propping one of our Luscombes, and it was being a little stubborn. Larry called for OFF and OPEN, then began twisting the prop backward. He called for CLOSED, BRAKES, and CONTACT. Getting the proper re sponse from the pilot, he pulled it 24

MAY 2006

through a couple of times without success. Then he called for OFF. With his left hand on top of the right blade and his right hand un der the left blade, he began screw ing the engine through about four or five compressions. BRAKES and CONTACT, he cried, and the en gine started. When all of this was over, I pulled him aside and asked him what he'd have done had the engine started while he was twist ing with both hands. I got a smart reply as he turned and walked away; so I forgot about it. About a month or so later, I quit AIRGO to work for Pierce Aviation, which was next door. One day while I was working in the shop I heard a siren just outside our door. On the ground lay Larry, writhing in agony in front of a Luscombe. Fortunately, he was not seriously injured, but I'd bet that was the last time he ever did the two-handed prop twist! I've tried to always be serious in any matter concerning airplanes and flying, but at age 17 one is prone to forget occasionally; in other words, I screwed up once in awhile! The other FBO on the field was Inter-City Flying Service, and its shop was next door. It also had a kid about my age working for them; his name was Johnny. One day Johnny was going to move an Aeronca Chief to the flight line from the shop. He yelled over to me for a prop, and I obliged his request. Johnny was already in the

plane when I got there. I noticed that there were no chocks avail able, and I reminded him of this. I called for SWITCH OFF, THROT TLE OPEN. Getting the proper re sponse, I pulled the prop through several blades, and then , THROT TLE CLOSED, BRAKES, and CON TACT; again the proper response. I gave a mighty pull on the prop and the engine started-WIDE OPEN! I jumped back and to one side. For tunately for me, Johnny was hold ing the brakes. As I jumped back I fell down. As I pulled myself up again, I looked be hind me; about 50 feet away stood Jack Barrens, a CAA inspector from South Bend, Indiana, who witnessed the whole episode. He turned and walked on, shaking his head. Later I went to the restaurant for lunch, and who should sit down next to me but Mr. Barrens. I tried to look invisible but wasn't suc cessful. He looked at me, shook his head again, and said, "Did you learn anything today?" I avowed that I definitely had! Johnny and I had some words also, and about a month later he was involved in wrecking one of Inter-City's planes; in the meantime Pierce went out of business. Inter-City fired Johnny and hired me as his replacement; bad story, happy ending! One Sunday morning I was pre flighting all of our planes. We had two Aeronca Chiefs sitting on the line in front of the main hangar. One of AIRGO's Luscombes was

sitting next to them. An instruc tor and student walked out to the Luscombe. Once the student was situated in the cockpit, the instruc tor went to the prop to get them started. Again, the aircraft didn't want to go! "OFF" and "OPEN," the instructor shouted. The stu dent, a man in his late 50s or early 60s, with about three hours of dual time , repeated the commands. When the instructor pulled it through, it started-also wide open. The instructor jumped to his left as the plane lurched forward . Grabbing the wing strut, he began yelling instructions to the student, who at this pOint was paralyzed with fear. Around and around they went, each time getting closer and closer to our Chief. Finally, with smoke coming off of his shoes, the instructor dropped to the ground, and the plane took off across the airport, still wide open. The student immediately be gan a turn and headed back for the flightIine, this time directly at both of our Aeroncas. Realizing this wasn't too good he started reversal, and this time the Luscombe's Sil flex landing gear flexed the wrong way and folded under the fuselage, bringing the story to a close-one damaged Luscombe, one horri fied student (who never did solo), one instructor who needed a new pair of shoes, and two fortunate Aeronca Chiefs! In November 1946 our Air Group left the carrier for our shore station at the Charlestown Naval Auxiliary Air Facility, about 12 miles east of Westerly, Rhode Is land . On my first liberty, I was up bright and early, thumbing my way into Westerly, or farther, if I should happen to be lucky. I went to learn about the town and find out where the nearest airport was. I learned it was Stonington Airport, which was about 3 miles out of town. Finally arriving at the airport, I proc eeded to introduce my self to the operator, George Hol zer. George had been a B-29 pilot

a year earlier and was beginning to learn the facts about fixed base operation. The field had been built during or just prior to the start of World War" and was used as a training base, probably CPT or WTS. It was a pretty little grass strip with a nice hangar and shop, classrooms, and a restaurant on the second floor. At the time the GI Bill was making business pretty good. George had three or four Cubs; two Luscombes, one of them on floats; and a Republic Sea Bee. There was a channel that par-

One day

during the

winter of

1946-4 7,

the girls, as we

referred to them,

came out to fly.

The weather wasn't

too great, but good

enough for local

flying, and it

was cold!

alleled the main runway. The air port, as it would turn out, would be my main haunt for as long as we were shore based, and I would spend many hours, days, and nights enjoying this surrounding. The hangar was large enough to hold several aircraft, and there were five or six privately owned planes there. One of them was a 40-hp J 2 Cub that belonged to a couple of lady schoolteachers; I never did

learn their names, but they were always friendly and pleasant to be around. They would come out on Saturday mornings, and if the weather forecast was good, you might not see them again until Sun day evening; that little J-2 saw most of the New England landscape! One day during the winter of 1946-47, the girls, as we referred to them, came out to fly. The weather wasn't too great, but good enough for local flying, and it was cold! They asked a man who was wear ing one of those heavy sheepskin lined bomber jackets that were sold surplus from World War II if he would mind getting them started, and he obliged them. After the little Continental was running, apparently the girls wanted to tell him something, and he stepped back to see what they wanted. When they finished talk ing, he walked around the front of the plane again and walked too close to the idling prop. It caught him on his left shoulder, narrowly missing his left ear. The impact knocked him down and shattered the prop. The bomber jacket saved his bacon; all he suffered was a bruised shoulder. I don't think it even tore the jacket, but the girls had to buy a new prop. I learned to fly in 1944, in a J-5 Cruiser. I've spun a lot of props in my lifetime, and never minded do ing it. I had a good instructor who demanded the best from me and also demanded that I learn and follow proper procedures for any thing related to airplanes; and it has paid good dividends. My flying career hasn't been totally accident free; I've been involved in a couple of ground ac Cidents, which were both dumb and basically my fault. But this has got ten to be a little longer story than I had planned, so perhaps I should save those stories for another time; should you be interested. Till later then, it's "Over to you. " Very truly yours, Edward E. (Ed) Beatty ...... VINTAGE AIRPLANE

BY DOUG STEWART

What goes around, comes around Walking out to my car I looked up at the sky. (Isn't it so easy to pick out the pilots in a crowd? They're the ones who always have their heads bent back, looking up at the sky. Perhaps because of the sound of a distant engine high above, or perhaps because of what the wind is doing on the ground, or maybe because of the quality of the light. But for what ever the reason, pilots are always looking skyward when they are ground-bound.) In this particular situation I was heading to my car to make a trip to the other side of the state to pick up my son. I had planned on flying, but the briefer had said, in definite terms, "VFR not recommended." So now I was go ing to spend the better part of a day in my car. Looking at the sky I couldn't help but think: "What was the briefer talking about?" He had said VFR flight was not rec ommended because of AIRMET (airman's meteorological infor mation) reports for moderate tur bu lence, mountain obscuration, and IFR conditions. But the wind wasn't blowing, and the skies were clear. I had run my PAVE (Pilot, Aircraft, enVironment, Ex ternal pressures) checklist and had checked off several items. I, as pilot, had one minor item. I was current, and healthy, but I was a bit tired after a long hard week with close to 30 h ours already logged for the past six days. The airplane portion caused concern. My PA-12 isn't IFR certificated, and although I've been in some pretty rough turbulence, if I had my druthers I'd rather not expose myoid bones to a rough ride, and my air plane is only a few years younger than I, so if it had a vote, it wou ld probably make the vote unanimous. The environment, next on the list, was questionab le if I was to believe the briefer. (More on that in a mo-

ment.) As for the external pressures, my son was com ing home for spring break, so although a short flight was preferable to a long car ride, it wasn't a "got to, got to!" flight. There were enough check marks on the PAVE check list to indicate a no-go situation. And since I subscribe to the philosophy that there might be old pilots (Yikes, some might say I fit that category), and there might be bold pilots, but there are no old, bold pilots, I had decided to drive rather than to fly.

But darn it! Looking at the sky,

it sure didn't look like the fore cast was anywhere near accurate today. If only there had been some PI REPs (pilot reports) to aid in my decision. When I had asked the briefer if there were any PIREPs for my route (not that we ever question the credibility of a briefer), he had responded that there were none. It got me to thinking about why, when we most want or would like a PIREP to confirm (or refute) a forecast, there are none. The three-hour drive ahead of me would give me plenty of time to think about this, especially as I climbed up through the Berkshire Hil ls on the Mass Pike and didn't see even t h e slightest bit of mist enshrouding the higher peaks. Standing at the top of my list of possibilities of why pilots do not file PIREPs was the thought that many pilots do not file PIREPs for the simple reason that they either don't know how to file one, or they do not know who to file it with. If we look in the Aeronauti cal Information Manual (AIM) for guidance (under 7-1 21 Pilot Weather Reports), it might appear a little bit intimidating as to all the information that should be reported, and the form and order the report should

As for the external pressures, my son was coming home for spring break, so although a short flight was preferable to a long car ride, it wasn't a "got to, got to!" flight.

MAY 2006

take. I think that sometimes the reason pilots don't file PIREPs is because they've looked in the AIM and it makes it appear as if the process is much more dif ficult than it really is. And what a shame that is. For PIREPs are one of the greatest tools we have in determining what is actually going on with the weather. It's not telling us what some inanimate computer model has "thought" would hap pen. It's not telling us what some highly educated and experienced meteorologist has contemplated might happen. A PIREP tells us exactly what is happening, where it is happening, and when it is happening. Let's take a look at what 's involved with filing a PIREP, whom we should file it with, and what should be included in the report. It's really quite easy and sim ple. Remember that the important thing is that we are all helping each other by filing them. Let's begin with whom we should file our report. At the top of the list is EFAS, more commonly known as Flight Watch. You can reach it on 122.0 virtually any time you are above 5,000 feet mean sea level (MSL). You can also file a report with any air traffic control fa cility, be it Tower, TRACON (approach control), ARTCC (Center), or any Flight Service Station. You could even file a PIREP by telephone, calling flight service after you have landed. If we look in the AIM we see there is a long list of things that should be reported, and the order in which they should be reported. The important thing to re member here is that you do not have to report all those things, and even if you don't use the suggested order, the person taking the report will organize it for you. What the AIM says is this: start with the nearest VOR or airport, then the time (either Zulu time, or minutes ago), altitude, and aircraft type. (Another way of think ing of this is where [three dimensionally], when, and who.) This information is important because it gives relevance to the report. Next, the AIM requests cloud type, coverage, and height, followed by visibility and any restrictions to visibility, such as haze, smoke, or dust. Then it asks for precipitation type and intensity, the temperature, the wind direction and speed, followed by turbulence, and icing, and any remarks. Or more simply said: What is happening weatherwise. Wow! That's daunting. One might think that all those things have to be reported. But the fact of the matter is that they don't. It doesn't mean you have to try and spin your whiz wheel, trying to figure out what the winds aloft are doing while barely being able to hold on to the thing as you get bounced all over the cockpit by the turbulence. It doesn't mean you have to fly up to the bases of the clouds to be able to report their altitude. What is important are the four Ws: where; when; who; and then only what you are experiencing. Re member, the purpose of these reports is to aid other pi

lots in making their go/no-go deciSions, or formulating an alternate plan of action. (It also is one of the best aids the meteorologists have in assessing what the weather is really doing.) So a simple report such as this, "Down in the Hungabottom valley, the wind at Broken Tailspring Field was blowing over 20 knots out of the southwest," might be the real deciding factor for some pilot plan ning on heading there for that mega-dollar burger. I can't encourage all of you in strong enough terms to not be shy when it comes to filing a PIREP. Even if you are of an anti-authority mentality (as I sometimes find myself) , there is one rule we can't escape. What goes around, comes around! If you find yourself wish ing there had only been a PIREP to help you make your go/no-go decision, ask yourself, when was the last time you filed one? If we want to get them, we are also going to have to give them, even if it is only to say: "Cub November One Charlie Echo (NICE), over the jewel intersection at 2,000 feet, it's CAVU and the ride is smooooth!" If we all started doing this more often, we'd really know when there are blue skies and tail winds!

Doug Stewart is the 2004 National CFI of the Year, a Master Instructor, and a designated pilot examiner. He oper ates DSFI Inc. (www.dsflight.com) based at the Columbia County Airport (lBi). ........

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VINTAGE AIRPLANE

BY BUCK HILBERT

AND

EAA 21, A/C 5

RON FRITZ

EAA 9448, A/e 337

Current Editor's Note: This issue of Vintage Airplane contains the second in a series of nine articles pertain ing to the restoration of antique and classic airplanes. They were originally written in the mid-1980s by di rectors of the then-named Antique/Classic Division of EAA, and are still relevant for today's vintage aircraft enthusiasts; most of our current membership was not part of the VAA when these articles were first presented. Our members have years of experience and a tremendous amount of talent; however, it's likely everyone will learn something new from each article. Please let us hear from you; write to H.G. Frautschy, Editor, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086, or e-mail vintageaircraft@eaa.org.-HGF

Original Editor's Note: This is the

Selecting and Buying

second in a series of articles per taining to the restoration of an tique and classic airplanes. The subject matter will range from se lecting a project to test flying the finished product. Officers and directors of the An tique/Classic Division have ac cepted the responsibility for many of the articles, but contributions will be provided by others as well. As the series progresses, if read ers wish to share their ideas, tech niques, etc., they are encouraged to do so. Just because a subject has been presented doesn't mean the matter is closed. We plan to publish supplemental information on the various subjects, and we look for ward to reader input. Some of the material present may be "old hat" to those who have been in the vintage airplane hobby or business for many years, but newcomers have to start at ground zero, and this information could be the basis for a manual of sorts, which could be referred to for years to come. Even with the years of experience and tremendous amount of talent of many members, it's most likely that everyone will learn something new from each article. Please let us hear from you.-Gene R. Chase (Editor, 1979-1987)

by Buck Hilbert

See it? It's the ragged-lookin' blue one with all the patches and multi color paint splotches! Yeah! That's the one! How many times have you heard those words or similar ones when a fellow aficionado points out an air plane that has been sitting at the lo cal airport for years, in an obviously neglected condition . This could be a perfect project for a potential restoration. It might be a rag-wing Luscombe, a T-craft, Champ, an Ercoupe, Cessna 170, or whatever. There it sits-an example of decay ing aeronautica, just begging to be taken into your family. If adopted and started on the road to recovery, it could be made useful and grand again, to make someone happy. It could teach one of the kids "how to do it" and maybe learn to fly, and to spark the" airplane disease bug" in the old man. First, let's look at the plane's reg istration. It indicates the registered owner is William G. Pilot, and he lives right near here in Whyville on Dollar Street. Let's go home, look him up in the phone book, and see if we can possibly talk him out of it. Mr. Pilot's wife says she's sorry, but Mr. Pilot isn't in. She suggests you leave your name and number,

and she will have him call when he comes in . You oblige, and sure enough, after you've nearly forgot ten about acquiring this project, you get the call. Mr. Pilot's story is a familiar one. Either his wife ob jected to his flying because it made her a nervous wreck, or he lost his medical, or he couldn't afford the annual, or whatever, but he is will ing to sell for a price! Lo and be hold that price is equitable to what you had in mind. So the next move is up to you. Now where do you begin? First you tell Mr. Pilot you want to look a little more before you jump, and he agrees to meet you at the airplane on Tuesday. Great! Next we line up our friendly mechanic to inspect the plane on Tuesday to tell us whether we have a good deal or not. A slight problem arises when we learn our mechanic and his frau are off to Cancun for a little frolic in the sun and surf and won't be back until a week from Saturday. Oh well, Bill Bangup is a mechanic, and he'll help me with this. Ouch, for 50 bucks plus expenses he will! Heck with him, I'll look it over myself. I can tell whether it's a good deal or not. After all, I've been flyin' these things for better than six years now. What more experience do I need? This tale could become a horror story illustrating how a guy can re-

SECOND IN A SERIES OF NINE ARTICLES REPRINTED FROM Vintage Airplane MARCH 1986 28

MAY 2006

ally get himself into a trap by using the above approach. Or he co uld approach this in a rational manner and come out ahead on the deal. One of the grea te st trap s the potential restoration candidate should be made aware of is th e "love affair." Love is blind! Most of us know that from firsthand expe rience. Love can cause one to over look faults and problems that could be seen instantly if one wasn't in a fog. So, if you have my problem, a love affair for every airplane I see, you can really get yourself into a pickle barrel. Your best bet is to pay Mechanic Bangup, who at least has eno ugh sense to try to make his business pay. If you have a hang-up on a par ticular airplane because it's pretty, or you've conjured up an image in your mind that it's the perfect air plane for you even though you 've never flown, ridden in, or worked on one, maybe you'd better see your analyst and take his advice. You should at least investigate the characteristics of the machine and talk to knowledgeable people who have had experience with one be fore you delve any fur th er into your pocketbook. If you decide you can't live with out it and you've convinced your family and they're as enthused as you are, and the kids think it's go ing to be neat to have an airplane in the garage, and everybody you know is pushin' you into going for it, then do it! Before Tuesday, ask Mr. Pilot to bring all the paperwork with him. This should include the registra tion and airworthiness certificates, the engine logs, the propeller and aircraft logs, the FAA Form 337s showing any ma jor repair or al terations, the weight and balance papers, owner's and operator's manuals, the equipment list, and anything else he has , too. He should have a pretty good fi le on hand. Be sure the chain of own ership is complete, and if pos sible, before you strike the deal

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get somebody in the FAA Aircraft Records Section at Oklahoma to check the files and make sure no liens are on the machine. This is doubly important because you might be well along in the resto ration before learning a bank in Arkansas holds a lien against the plane. Make certain it's going to be your airplane and nobody else's. [AOPA has a great aircraft title ser vice. -HGFJ After you're sure that Mr. Pilot isn't sellin' you a pig in a poke, look the plane over carefully. To really get to know an airplane takes more than just a good preflight. Impor tant factors are the length of time the machine has been sitting, how long it's been since the last annual, Mr. Pilot's attitude and manner, and how complete his paperwork is. There may be an underlying motive for his wanting to sell. Maybe there is an airworthiness directive (AD) of major consequence that is overdue, like a spar mod with a time limit on it or an engine mod that requires splitting the case to pin the bear ings or a major aircraft or engine bulletin that could be costly and time-consuming. If obvious repairs to the struc ture are noted, such as spar splices, tubing welds, etc., be sure these are covered by one of the Form 337s that are a part of the records file. If no record exists, you'll have to con vince the airframe and powerplant (A&P) mechanic with an inspection authorization (IA) who's going to sign off your rebuild job to assume responsibility for someone else's re pairs. This may be difficult to do even if it looks good on the surface. Have I convinced you yet that you need a knowledgeable person to fall back on at this point? When you've decided that Mr. Pilot is honest, straightforward, and not going to swindle you, then pro ceed with your self-inspection rou tine to assure yourself this project is as represented. Check again on the AD notes. Allow yourself at least twice as much time as would seem 30

MAY 2006

logical for the AD check. Many oth erwise competent mechanics have severe writer's cramp, and a typical log entry will read, All ADs com plied with through 75-21" (or some such date). You might assume from that statement that you need not concern yourself with anything earlier than that date. Unfortu nately, many ADs prescribe an in spection of a specific part or area at hourly or calendar intervals until 1/

I USED THAT TIME

TO GET BETTER

ACQUAINTED WITH

THE MAN AND TO

FORM A FRIENDSHIP

THAT TRIGGERED A

FEELING THAT

HE WAS PASSING

HIS BELOVED

POSSESSION ON

TO SOMEONE WHO

CARES, AND

I DID!

said part is replaced or permanently reinforced. If the compliance state ment doesn't specifically state that the permanent fix was performed, you'd better count the cost of hav ing this done as part of the pur chase price. Call your local General Aviation District Office and ask someone there to look up the ADs for you. Better yet, take a trip out there and get copies, in chronological order, and then compare the list with what is in the logbooks. Satis

fied? Then you can proceed, know ing the ownership is free and clear, you have all the paperwork, the ADs are up to date as to the last an nual, and there aren't any major structural or engine ADs outstand ing. [Nowadays, you can have your local mechanic look them up on his computer, since he most likely sub scribes to one of the electronic records services.-HGFJ You haven't got the mechanic with you, so let's assume you are on your own. You plan to do a complete rebuild on this thing, so you're only interested in the down to-earth basic pieces. At this point you don't care about the rag and the upholstery or the glass, side panels, or windshield. What you re ally want to know is if the weather and age has been kind to the old bird. Get yourself a note pad, screw driver, and flashlight. The cabin/cockpit area comes first. Have raccoons built a home in the fuselage? Have the mice eaten all the insulation out of the side panels or off the wiring? Are the control cables all rusted out? Is the hard ware in some semblance of recogni tion, or is it gone? Is the instrument panel complete or rebuildable? What does the tach read? If it has a primer, does it leak? Does the engine turn over, and are the con trols free? Are the radios over age and beyond the point of no return? Pull down the back partition and look back toward the tail post. A flashlight will be really handy here. How does it look? Does the battery compartment ooze corrosion? Are the control cables intact? Make a note on your pad for future refer ence. Satisfied? Then look under the cowling. Look for birds, bird dirt, oil, seep age, fuel stains, frayed hoses, and wires. Check the oil. If there is fuel, drain some. Is there any water in the gas? Are any oil change service stickers to be found? How do their numbers compare with the logbook and tachometer hour readings? Can you see the engine mount well

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enough to determine if there are cracks or deformities? Is the hard ware rusted or corroded? Do you like what you see? That's the real clue. If you don't like what you see on any of this, then pick up your marbles and walk away. They can't make you buy it! And if you feel deep down there is just too much wrong, then take a hike. This goes for any part or piece of the airplane. Sure, money can rectify a lot of wrongs, but you should have made up your mind long before this how much you are willing to shell out. An important consideration at this pOint is the dollar value of the finished product. How much will you have to spend to get it into the salable condition? How much labor will it take? Does the simple arith metic compute? Use your com mon sense. It may be better to find a plane certificated and flying and spend a couple of extra bucks to as sure yourself you have what you want. It's up to you. Next crawl under the belly and check for old oil streaks and/or ac cumulated crud. Look at the tires while you're down there. How about the brakes? Tires tell tales if they are worn uneven. Are there any suspi cious wrinkles, rips, or big dents under there? A runaway light can wreck havoc! How about the under sides of the elevator? Does the tail wheel have a tire on it? Is it or the nose wheel tire worn uneven? Look at the doors. How do they fit? Examine the gear attach fittings and the area around them for any distortion or wrinkles. Look at the horizontal tail surfaces. Are there big dents in the leading edges? Are the fairings in good shape? Shake the el evator and rudder to see if the hinges are secure and snug. Are the bear ings or bushings intact? You should really be getting into this now, and making more notes on your pad. Do you still like what you see? Stand a few feet behind the plane and examine the symmetry of the wings and tail surfaces to the fuse 32

MAY 2006

lage . Do the pieces look like they belong? Great! Come back up the other side of the fuselage and look over the upper surfaces of the wing as you walk up to the trailing edges. Sight down the edges to check for warps. Inspect the ailerons and flaps. Work them! Are they full of hangar rash? Do they move freely? Shake them! Are the tracks, bear ings, and bushings worn? Don't forget to check the other side when you get there.

SO, IF YOU HAVE MY PROBLEM, A LOVE AFFAIR FOR EVERY AIRPLANE

SEE,

YOU CAN REALLY GET YOURSELF INTO A PICKLE BARREL. Check the wingtip for hangar rash . Sight down the wing leading edges. Will they have to be replaced or require cosmetic treatment? Keep on going and look at the wing attach hardware and the struts. Al ways check for evidence of repairs. As you pass in front of the pro peller, look for obvious signs of dis tress, corrosion, nicks, and gouges. Did you look at the air filter and the cowling when you went over the en gine? Determine that the mag switch is off; then pull the prop through. Does each of the cylinders have com pression? Continue your inspection on the other side of the airplane. I have neglected to emphasize the importance of looking for corro sion. In an aluminum airplane, look for that frosty appearance, or if it's painted, pay particular attention to the seam overlaps, where blistering

paint will clue you in. Look really hard at the control surfaces and see if they are pockmarked or if the paint is frosting off. You can't really get inside the structures until you dis assemble the parts, but a good look at it externally will often give you a pretty good idea of what is inside. Don't fail to remove the wing root fairings to check wing attach fittings and the associated hard ware. DO-it-yourselfers are prone to stuff this area with insulating ma terial in an effort to reduce drafts and wind noise. While this is often quite effective, it also may have ab sorbed a lot of water and provided an ideal atmosphere for rust and corrosion . Spar carry-through chan nels on Luscombes and Cessnas are difficult to inspect properly with out removing the wings and can be a real budget buster to repair if cor rosion has progressed far. You may find what the mice did with the upholstery material that was missing from the cabin, too. Mice seldom get out of bed to go to the bathroom when they hibernate in these cozy nests, and the resul tant soggy material will do more damage than an equal amount of battery acid. If it's a rag-covered taildragger, pay strict attention to the lower lon gerons in the area of the tail post. Is there any rust showing around the attach fittings at the stabilizer? Take your pocketknife or a pick and try to penetrate the areas that are suspicious. If the probe goes into the metal longeron, there is a ma jor problem. On the tricycle-geared planes, check carefully for rust and corro sion in the lowest area of the fuse lage. Piper Tri-Pacers have a habit of accumulating moisture behind the landing gear support structure tub ing, which can promote corrosion. All the discrepancies you've noted on your pad should be to taled up. Do you still like what you see? If so, then go after that air plane. Use a little more leverage on Mr. Pilot and take it from there.

Purchase Price by Buck Hilbert

Let's assume you've already ac complished the selection of the aircraft you want as your project. You've hurdled all the obstacles, and you've located the ship of your dreams. Now comes stark reality. What is the price? "Give me some guidelines. How much should I shell out?/I is the most often asked question. You ask anyone who will listen, and you'll hear as many answers as there are people to ask. The broker who is in this only to make a living and who treats these airplanes only as potential revenue garners will have one price. It usu ally includes a markup to cover his commissions, advertising, phone bills, and whatever other overhead he may anticipate. He does have one advantage, though. He may have a listing and know exactly where the merchandise is. That is especially true in today's computerized mar ket. So the extra bucks, in this case, may be a worthwhile layout. If in the process of selecting your project and locating it, you have found a private owner who is will ing to dicker or bargain, then you have it made. I had to wait almost eight years before the previous owner of my Swallow was willing to part with it. I used that time to get better acquainted with the man and to form a friendship that trig gered a feeling that he was passing his beloved possession on to some one who cares, and I did! When the opportune time came, the price was high, much higher than my original offer, which in the light of subsequent events turned out to be a giveaway. But at the time, I felt he had violated our friendship, and I almost didn't take the deal. Often, the end value of an air plane is its present market value, be it aT-craft, Ercoupe, Mooney, Ryan, or what have you. A good place to find a starting price is in the want ads in EAA publications, Aircraft Owner, Trade-A-Plane, Controller, Air

Show Journal, General Aviation News, etc., and they will give you a good idea as to the current market value of your specific machine. [The In ternet is also a good place to start, al though the prices seen on auction sites can sometimes appear to be signifi cantly more than the top price other wise seen for the aircraft.-HGF] There is an Airplane Pricing Guidebook, too, which most in surance adjusters carry. This book is often updated. In it the values are broken down as to makes and models, engine times, accesso ries, and radios. If there is damage history, the cost to repair and/or replace parts is listed. Call your aviation insurance person to get a quote from the book. After all, this is the basis for accepting or denying the insurance coverage you pay so dearly for. One disadvantage is that your airplane may not be listed if it is an antique, or it may be lumped into a category if it's outside the approved insurability tables. Take the numbers you get, aver age them out if they are from sev eral sources (and they should be), and then temper them with your feelings and the airplane's desir ability and availability. Then you'll have your own personal appraisal. What you are willing to pay for the airplane of your choice with the equipment you desire now be comes the final factor. Next sub tract what has to be done to put the plane into the condition you desire, and you'll know what you want to pay. If it needs restoration, price out the necessary supplies, such as paint, upholstery, etc., and then double that figure to cover labor. Don't forget that you have an in vestment, too, in your workshop utility bills and tools-and that you might have to hire an A&P me chanic with an IA to assist and to sign off the final product. Do the arithmetic, total the plusses and minuses, and then you can make your own decision.

Don't become discouraged. Some times it takes a cold shower to make a person think clearly. Peo ple can get pretty hot over a par ticular airplane, so much so that they lose all sense of reason. Then they suffer afterward by winding up with an unsalable item because it's now overpriced.

Retrieving Your Treasure by Ron Fritz

After making the decision to pur chase a plane, the next step is get ting it home. This mayor may not be a difficult task depending on its condition, the distance to bring it home, and the necessary equip ment to transport it if it cannot be flown. Retrieving a newly acquired airplane is a great adventure and will provide you with storytelling material for years to come. Since retrieving a plane can be an involved process, it is a good idea to draw from the experiences of oth ers who have done this. If the dis tance to bring it home is Significant, it might be a good family adventure, as it is difficult for one person to at tempt it alone. It can be a trying and tiring experience also, so use discre tion if the spouse is less than enthu siastic about the whole matter. If the airplane is airworthy and currently in license, the Simplest and cheapest way to get it home is to fly it. This is only true, of course, if you have the time to spare as well as the skill needed to fly it. Some times it will be more prudent to have someone else do the flying and pay the expenses. Finding someone to fly your new plane isn't usually a problem, as there is generally a pi lot hanging around the local airport with the time and inclination to do this for you. Be careful, though, as there is the occasional pilot whose ego far exceeds his flying ability. If someone else is going to do the flying, make sure she is quali fied to fly the plane and don't hesi tate to check her qualifications. A lot of logged flying time doesn't necessarily mean a pilot would be VINTAGE AIRPLANE

qualified to fly your new plane. Use caution here, as it could save you a lot of money and heartache. Ask the pilot for references from other owners who have had her fly a similar airplane. If the plane is not in license but is flyable, it can still be flown provided a ferry permit is obtained from the FAA. This will involve an inspec tion by a certificated mechanic with a logbook notation stating the air plane is safe to make this one trip. It might be a good bargaining point to insist the seller guarantee a ferry permit with the sale of the plane. Purchasing a "ferriable" airplane sight unseen can be risky, as the seller's idea of ferriable might differ drastically from yours. Remember, the mechanic ultimately must make that determination. If the airplane cannot be flown or you don't care to take a chance on flying it, then the only other alternative is to transport it home in a disassembled state. If miracle of miracles happens and the seller agrees to deliver for a reasonable price, take him up on this. You can not go wrong. If you must retrieve the plane yourself, make adequate preparations. Make sure your equip ment is adequate for the job, and

car-top carrier on a Pinto was used successfully to transport this uncovered Aeronca KCA fuselage, wing spars, ailerons, and cowling across two states.

take plenty of padding and rope to lash the plane securely. As men tioned before, draw from the expe riences of others if possible. The ideal vehicle to do the job is a pickup truck with a long-bed trailer. By using this setup you will most likely be able to get the whole plane in one trip. If the plane is only a short distance away and sev eral trips are pOSSible, a truck or trailer alone may be adequate. If the plane must be transported a long distance, a truck or trailer alone can be adequate providing

mem , area A-frame to safely carry this French-built M.S. 181 from Florida to Jackson, Mich igan, where EAA Chapter 304 members restored it for the EAA AirVenture Mu seum. The frame consisting of one-by-fours, two-by-fours, and four-by-fours was carried on a flatbed trailer. 34

MAY 2006

you make good preparations and construct racks to carryall the components . Interestingly, a lot can be carried on car-top carriers. For example, several years ago an enterprising EAAer transported a complete, uncovered Aeronca KCA fuselage, wing spars, ailerons, and cowling from Western Michigan to Eastern Ohio atop a Ford Pinto. The trip was uneventful , trouble-free, and provided him with stories to tell for years. Should an adequate trailer not be available, a suitable trailer can be made out of a snowmobile or boat

The landing gear/motor mount fittings on the fuselage rest in notched two by-fours.

don't exceed the width limits in the state(s) you will be traveling through . Movable surfaces should be removed if the plane will be loaded with the tail facing forward. Leave the engine and cowling at tached if possible. It a rough or bumpy trip is antic ipated, it might be a good idea to support the front of the engine to relieve stress on the engine mount and forward fuselage. The landing gear may be left attached as long as they don't protrude too far and aren't a danger. The axles provide an excellent place to lash the fuselage The cabane struts of the parasol wing down. By leaving the landing gear M.S. 181 are bolted to the A·frame to on, you have an excellent place to stabilize the load. store other components beneath the fuselage. Two wings, padded and Plenty room is available at the aft bed using lumber and plywood. A end of the fuselage for landing gears lashed securely, usually will fit un word of caution here: don't exceed and tail surfaces. Note padding on der the fuselage very well. the weight limits of the trailer. When the wings are still cov A·frame where wings were mounted. Loading the plane is going to be ered, they should be laid flat and a formidable challenge, and much assembled state, so much the bet lashed down securely. If mounted caution must be used . Everything ter because you will gain valuable vertically, the side area is too great must be lashed down or confined so experience if you disassemble it and will probably lead to an uncon it won't fall off and be damaged or yourself. You will also have the as trollable trailer or truck in a strong endanger other persons. Use good, surance that you have all the parts. crosswind. It the fuselage hangs over strong rope or straps, and make Purchasing a basket case is risky, as the end of the trailer or truck, make sure the ends are fastened securely. there always seems to be a piece or sure you have adequate padding to prevent damage to the longerons or Check the load frequently while two missing. traveling to make sure the lashings It's important to know that it monocoque structure. When load haven't loosened. Make sure your isn't necessary to completely dis ing a trailer, distribute the weight outside mirrors allow you to keep assemble the plane to transport it . properly. Maintain weight on the an eye on the load. The tail surfaces may be left on as hitch, as an evenly balanced trailer It the airplane is purchased in an long as they are immobilized and or trailer with excess weight behind the axles will give you real problems unless the vehicle pulling it is excep tionally heavy. The success of your trip will be enhanced by planning ahead and trying to anticipate prob lems. Larger planes demand heavier and stronger equipment. Low-wing planes require the fuselage to be placed in a special cradle or rack. Bi planes have extra wings to concern yourself with. Each airplane has its own peculiarities, and measures that work with one won't necessarily work with another. When transport s:~ ing airplanes, certain basics should ~ be remembered. Use common sense, don't allow yourself to be rushed, An example of how not to transport a disassembled aircraft. Strong crosswinds have someone look over your work, can make a light vehicle or trailer difficult to handle when the wings are carried and don't take chances. ........ in this fashion. VINTAGE AIRPLANE

BY H.G . FRAUTSCHY

if HIS MONTH' S MYSTERY PLANE COMES TO US VIA THE LATE TED BUsINGER, AND WAS PART OF HIS JOHN SUNYAK COLLECTION.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, W I 54903-3086. Your answer needs to be in no later than June 10 for inclusion in the August 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 the subject line.

F EBRUARY ' S MYSTERY The February Mystery Plane, from the EAA's Garner P. "Emy" Emerson Collection, got a few folks thumbing through their air足 craft identification books. Here's our first letter:

Th e Mystery Plane is the BIeriot 165, cln I, F-AIKI, originally named 36

MAY 2006

Leonardo da Vinci. It first flew on October 27, 1926, and was delivered to the airline Air Union in October 1927. The sister ship, cln 2, F-AITU, was originally named Octave Cha足 nute. Both aircraft later had Ie Rayon d'Or (the Golden Ray) painted on the nose during Air Union service. Both were powered by Gnome Rhone Jupi-

ANSWER

ter 9Ab air-cooled radials of 420 hp each, which were developed from the Bristol Jupiter. All of my information comes from John Stroud's book European Trans足 port Aircraft Since 1910, published by Putnam of London in 1966, p. 56. He has a photo of F-AIKI with the later fleet name and also all of the di足

mensional and performance data. Jack Erickson State Col/ege, Pennsylvania Tom Lymburn painted out in his note that the airplane was painted in white, red, and gold, and that the slipper tanks mounted on the upper wings were in the location of previously mounted engines on the four-engine Bleriot ISS. Other correct answers were re 足 ceived from Susan Baker, Wauke足 sha, Wisconsin, and Wayne Van Valkenburgh, Jasper, Georgia ........

JOIN TODAY!

Feel free to write us here at Vintage Airplane; send us your kudos, complaints, corrections, or just plain old good stuff you want to share with everybody. Send your note to:

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Vintage Airplane Aeromail PO Box 3086 Oshkosh, WI 54903-3086 You can e-mail your letter at tf1is address: vintageaircraft@eaa.org Be sure to put Aeromail in the subject line of your message.

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VINTAGE AIRPLANE

The fo llowing list of coming events is furnished 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 sllbm it an event, send the informa tion via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the infor mation to: vintageaircraft@eaa.org. Info rmation should be received four months prior to the event date. MAY 5-7-Burlington, NC-Alamace County Airport (KBUY). VM Chapter 3 Spring Fly·ln. All Classes Welcome! BBQ Fri Night, Acft Judging/Banquet Sat Night. Info: Jim Wilson 843·753-7138 or eiwi/son@homexpressway.net MAY 6-Columbia, CA - Columbia Airport (022). EOC Region 7 Fly In @Camp Grounds. Info: contact Dan Hall @ (949) 643-6793 www. airnav.com/ airportj022 MAY l~Kennewick, WA-Vista Field. EM Chapter 391 Ry-In Breakfast. Info: R.L. Shaub 509 735-1664 MAY l~San Martin, CA-San Martin Airport (E16). Wings of History Museum Open House. Info: www.wingsofhistory.org MAY 19-21-Kewanee, IL-Kewanee Municipal Airport (KEZI). 4th Annual Midwest Aeronca Festival. Food, Fun, Contest and Entertainment. Seminars. Info: Jody Wittmeyer 309-853-8141 or jodydeb@ earth/ink.net. www.angelfire.com/ stars4/ aeroncafest. Bring your tail draggers. MAY 21-Warwick, NY-Warwick Aerodome (N72). EM Chapter 501 Annual Ry-In. 10am-4pm. Unicom advisory frequency is 123.0. Food available. Trophies awarded for difference classes of aircraft. Registration for judging closes at 1pm. Info: Don Provost 973 492-9025 or donprov@opton/ine.net MAY 21-Romeoville, IL-Lewis Romeoville Airport (LOT). EM Chapter 15 Fly-In Breakfast. 7am Noon. Info: George Linkis 630-243-8213 MAY 26-29-Watsonville, CA-Watsonville Airport. 42nd Watsonville Antique Ry-In & Airshow. Friday arrival suggested. Info: www. watsonvilleflyin.org MAY 27-Zanesville, OH-Riverside Airport. EM Chapter 425 Pancake Breakfast Fly-In, Drive-In Breakfast. 8am-2pm with lunch items available after 11am. Info: Chuck Bruckelmeyer 740 454-7487 JUNE 2·~ Bartlesville, OK-Frank Phillips Airfield . 20th Annual Biplane Expo. Info: Charlie Harris 918-622-8400, www.bip/aneexpo.com JUNE 2·~Merced, CA-Merced Airport. 49th Annual Merced Antique Fly-In. Friday arrival strongly recommended. Info: www. antiqueflyin.com JUNE 8-11-Marysville, CA-Yuba County Airport (MYV). Golden West Regional Fly-In. Info: www. go/denwestflyin.org 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, /brown4906@ao/.com, www.americanwacoclub.com JUNE lS-lS-Middletown, OH-Hook Field Municipal Airport (MWO). 13th National Aeronca Association Convention. Info: Brian Matz 216-337-5643, bwmatzllac@yahoo. com, www.aeroncapilots.com JUNE 17-Fresno, CA-Chandler Executive Airport. 5th Annual KJWL Father's Day Air Show & F1y In. Five thrilling aerobatic performers, Warbird fly-bys, Classic and Vintage Aircraft on display, food and crafts vendors plus a children 's play

MAY 2006

area. Info: 559-289-0887

JUNE 22·26-----Terrell, TX-Terrell Municipal Airport (KTRL). The 2nd Great Ercoupe Round-Up. EOC Nationals. Info: www.airnav.com/airport/ KTRL JUNE 23·2S-Richland , WA-Richand Airport. EM Chapter 391 First Annual Fly-In. Info: Jeromie Mead 509-946-6958 JUNE 24-Zanesville , OH-Riverside Airport. EM Chapter 425 Pancake Breakfast Fly-In , Drive-In Breakfast. 8am-2pm with lunch items available after 11am. 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 1S-Zanesville, OH-Parr Airport. EM Chapter 425 Pancake Breakfast Ry-In, Drive-In Breakfast. 8am-2pm with lunch items available after 11am. Info: Chuck Bruckelmeyer 740 454-7487 JULY 19-21-Keokuk, IA- ILPA - IBDA Formatioin School. Many activities, all Warbirds welcome. Info: Jim Grenier 508-366-5876 JULY 22-Colusa, CA-Colusa County Airport (008). 10th Annual Old Time Fly-In . Info: www.airnav. com/ airportjOOB AUGUST 12-Auburn, CA-Auburn Municipal Airport (AUN). Thunder In The Sky. Info: www. thunderinthesky. org AUGUST 18-2~McMinnville, OR-McMinnville Airport. McMinnville Antique Fly-In. Info: www. nwaac.com AUGUST 18-2~Alliance , OH-Alliance-Barber Airport (2Dl). 8th Annual Ohio Aeronca Aviators F1y·ln. Info: Brian Matz 216·337·5643, bwmatzllac@ yahoo. com, www.oaafly·in.com AUGUST 25·26-----Long Island, NY-Bayport Aerodome (23N). 2nd Annual Antique Aeroplane Club Fly·ln. All vintage, antique, classic airplanes and pilots welcome. For "Welcome to Bayport DVD " and Info: Sbain@ emdiaofny.com. www.AACGNYorg AUGUST 26-----Niles, MI-Jerry Tyler Memorial Airport (3TR). VM Chapter 35 Fly-In Drive-In Corn & Sausage Roast. 11am·3pm. Rain Date August 27th. Info: Len Jansen 269-684-6566 SEPTEMBER 2-Zanesville, OH-Riverside Airport. EM Chapter 425 Pancake Breakfast Fly·ln, Drive-In Breakfast. 8am-2pm with lunch items available after 11am. Info: Chuck Bruckelmeyer 740-454-7487 SEPTEMBER 2-Prosser, WA-EM Chapter 391's 23rd Annual Labor Day Weekend Prosser Fly·ln. Info: R.L. Shaub 509-735-7664 SEPTEMBER 2-Marion, IN-Marion Municipal Airport (MZZ). 16th Annual Fly-In CruiseIn . Features antique, classic, homebuilt, ultralight. & warbird aircraft as well as vintage cars, trucks, motorcycles, & tractors . All· You-Can-Eat Pancake Breakfast is served.

Proceeds benefiting the local High School Band. Info: Ray Johnson 765-664-2588. www. Fly/nCruiseln.com SEPTEMBER 9--Blue Bell, PA-Wings Field (LOM ). 17th Annual Vintage Aircraft & Classic Car Show. 10am-3pm. Free Admission. $10 Automobile Parking. Food, Music, Entertainment. & Exhibits. All net proceeds will go to benefit Angel Flight East. Rain Date: September 10th. Info: Bonni 800-383-9464 x106 SEPTEMBER 9--Newark, OH-Newark-Heath Airport (VTA). Annual EM Chapter 402 Fly-In Breakfast. Breakfast: pancakes , eggs, sausage, juice, coffee. Vintage and homebuilt 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 22·2~Bartlesville , OK-Frank Phillips Airfield. 50th Annual Tulsa Regional Fly-In. Info: Charlie Harris 918-622-8400. www.tulsaflyin.com SEPTEMBER 24-Hinkley, IL-OC2. EM Ch. 241 Breakfast on the Grass. 7:30am-Noon. Info: 847·888-2119 SEPTEMBER 36-Hanover, IN-Lee Bottom Flying Field (641). 10th Annual Wood , Fabric, & Tailwheels Fly·ln. Come see what everyone is talking about. If you love the good old says, then you'll love this event. Info: www.Lee8ottom.com OCTOBER 29-Jean, NV-Jean Airport. 18th Annual North Las Vegas International Ercoupe Fly In and Halloween party (EOC Region 8). Info: http:// www.airnav.com/ airportjOL7

2006 MAJOR

FLY

INS

For details on EM Chapter fly·ins and other local aviation events, viSit www.eaa.orgjevents EAA Southwest Regional-The Texas Ry·ln Hondo Municipal Airport (H DO), Hondo, TX May 11-14, 2006 www.swrfi.org

Golden West EAA Regional FIy·ln Yuba County Airport (MYV), Marysville, CA June 9-11,2006 www.go/denwestf/yin.org

Rocky Mountain EAA Regional Fly-In Front Range Airport (FTG), Watkins, CO June 24-25, 2006 www.rmrfi.org

Northwest EAA FIy-ln 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 FIy·ln Marion Municipal Airport (MNN), Marion,OH August 25-27,2006

Virginia Regional EAA FIy·ln Dinwiddie County Airport (PTB), Petersburg, VA September 30-0ctober 1,2006

www.vaeaa.org

EAA Southeast Regional FIy·ln Middleton Field Airport (GZH), Evergreen, AL October 6-8, 2006 www.serfi.org

Copperstate Regional EAA Fly-In Casa Grande (AR) MuniCipal Airport (CGZ) October 26-29,2006 www.copperstate.org For details on EM Chapter fly·ins and other local avia tion events, visit www.eaa.orglevents

VINTAGE

Membershi~ Services AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND

ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION OFFICERS President

Vice-President

Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260·493·4724 cllie{7025@'(w/.(om

2448 Lough Lane Hartford, WI 53027 262·673·5885

George Daubner

v{/a!lyboy@"JtllS11.coln

Senetary

Treasurer

Steve Nesse 2009 Highland Ave.

Charles W. Harris

Albert Lea, MN 56007 507·373·1674

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

stlles@fleskmeriia.cOlll

n .... h@hvsu.com

DIRECTORS Steve Bender 8S Brush Hill Road Sherborn, MA 01770 508·653·7557 .u t l 00'cotn((lst.flet

David Bennett 1'.0. Hox 1188 Roseville, CA 95678 916·645·8370 (ltltiqller@inreach.(ollJ John Berendt 7645 Echo Point Rd . Cannon Falls, MN 55009 507·263·2414

I1Ijbfcl1ld{[!"rcoII/, ect ,com

Jeannie Hill P.O. Box 328 Harvard, IL 60033·0328 815·943 · 7205 dil1gllau@ulVc.llet

Espie "Butch" Joyce 704 N. Regional Rd. Greensboro, NC 27409 336·668·3650 windsock@)aol.com

Steve Krog 1002 Heathe r Ln. Hartford, WI 53027 262·966·7627 sskrus(g'la ul.cum

Robert D. "nob" Lumley

Dave Clark 635 Vestal Lane Plainfi eld, IN 46168 317·839·4500 rlavecpd(!]liquest.1/(' t

John S. Copeland 1 A Deacon St reet Northborough, MA 01532 508·393·4775 copl'lal1t1I@Jjllno.com

1265 South 124th St. Brookfield, W I 5J0t.l5 262·782·2633 /umper@lexeCpc.cufU

Gene Morris 5936 Steve Court

Roanoke, TX 76262 817·49 1·9 110 gellfrllvrris@clwrter.llet

Phil Coulson

Dean Richardson

28415 Springbrnok Dr. L.lwton, MI 49065 269·624·6490

1429 Kings Lynn Rd Stoughton, WI 53589 608·877·8485 dar@aprilaire. com

reolllsol15 J 6@Cs.com

Dale A. Gustafson 7724 Shady Hills Dr. Indianapoli s, IN 46278 3 I 7·293·4430 dale{i1ye(!!'m sll. (u m

S.H. "Wes" Schmid 2359 Lefeber Avenue

Wauwatosa, WI 532 13 414·771·1545 sI1scl/mid(q)nilwpc.com

DIRECTORS

EMERITUS

Gene Chase

E.E. " Buck" Hilbert

21S9 Carlton Rd. Oshkosh, WI 54904 920·23 I ·5002 GRCHA @Clwrter.tlet

P.O. Box 424 Union, IL 60180 8 I 5·923·459 I b7ac@mCllet

Ronald C. Fritz 15401 Sparta Ave. Kent City, MI 49330 616·678·5012 rfritz(ii'pathwaYllet.com