VA-Vol-34-No-7-July-2006 by EAA Vintage Aircraft Association

VOL. 34 , No. 7

N E 2006

L y

CONT ENTS

Straight & Level by Geoff Robison

VAA News

Aeromail

Restoration Corner Disassembly of an aircraft by Stan Gomoll

A Place They Call Oshkosh Poem by Bruce Reek

Here Come the Cubs! Celebrating the 70th anniversary of the Cub convoy by Sparky Barnes Sargent

Connie's Coupe Top Waco How a young lady's biplane survived and was revived by Sparky Barnes Sargent

What Our Members Are Restoring

The Vintage Instructor Airplane single-engine sea by Doug Stewart

Pass It to Buck Tool "daffynitions" by Buck Hilbert

Spark Plug Rotation A few maintenance tips by Steve Bender

Mystery Plane by H.G . Frautschy

Calendar

Classified Ads

COVERS

FRONT COVER: The one-of-a-kind Waco YPF restored by Rare Aircraft . Ltd., and owned by Jerry Wenger, was originally ordered by a 24-year-old young lady, Constance Eugenie Johnston. She specified the unique decorative elements added to the Jacobs powered Waco, as well as the deep purple metallic paint job. Not much is known about her life, but her aviation legacy is reborn in the restoration of her biplane. The airplane was selected as the Reserve Grand Champion Antique at the 2006 Sun 'n Fun Fly-In in Lakeland, Florida. Photo supplied by Breezeway/ Rare Aircraft, Ltd , BACK COVER: Leon Basler of Bismarck, South Dakota is a regular entrant in the EM Sport Avia tion Art Competition , and his watercolor painting of the Beech Staggerwing above a background of structure was selected as one of the finalists in the 2006 competition . For more information about the competition and the award winners, please log onto www.AirVentureMuseum.org/arl/

STAFF EAA Publisher EAA Editor·i n·Chief Executive Director/Editor Administrative Assista nt Managing Edi tor News Editor Photography

Tom Poberezny Scott Spangler H.G, Frautschy Jennifer Lehl Kathleen Witman Ric Reynolds Jim Koepnick Bonnie Bartel Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Louise Schoeni ke Copy Edito r Colleen Wa lsh Director of Adverti sing Katrina Bradshaw Display Advertising Representatives: North east: Allen Murray Phone 609-265-1666, fA X 609-265-1661, .-Illail : aliewlIlIrray@ll1illilsprillg.colII South east: Ches ter Baumga rtner Phone 727·573·0586, FAX 727-556-0177, e·mail: dl<llllll ll1 @'milldsprillg.com Centra l: Todd Reese Phone 800-444-9932, fAX 816·741-6458, e· mail: todd@Spc-lIIag.com Mountain & Pac ific: Kei th Knowlton & Associa tes Phone 770-516-2743, e- mail: kekI IOW/tOI1@rllil1dsprillg.col1l

GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

AirVenture is coming

Okay, you yardbirds, listen up. Time's a wastin'. By now you should have all of your plans in place to at tend the world's greatest aviation event we all know as EAA AirVen ture Oshkosh. The lineup of activities this year is shaping up into yet an other awesome event. From the excit ing American Barnstormers Tour (20, that's right, 20, beautifully restored vintage aircraft from all around the country) to the beautiful display of Vintage past Grand Champion air craft-not to mention our virtually unmatched display of Antique, Clas sic, and Contemporary category air planes. Want to see the first Waco INF ever made? Its restorers are planning on bringing it here! So, dust off that hangar queen you've been keeping to yourself, and come share it with us at this year's exciting event in Oshkosh. I have mentioned only a few of the featured activities scheduled for the Vintage area. To see everything hap pening at AirVenture this year, visit EAA's websites at www.EAA.org and www.AirVenture.OIg for a complete and current listing of the featured activi ties and aircraft at this year's event. Remember, you gotta be there! Speaking of AirVenture 2006, I re cently had a conversation with a Vin tage member who shared with me his viewpoint that the VAA has not done enough to assist the membership in the proper preparation and planning for a visit to EAA AirVenture. My ini

tial reaction was to explain to the gentleman that EAA was already fill ing this bill quite nicely and that we didn't need to repeat that planning information beyond pointing out when it's available and the various outlets for that data.

. we don't do enough to

properly promote

a first visit by

our valued VAA

members to

Oshkosh.

But the more I thought about this conversation, the more I realized a number of us have made the trek to Oshkosh for so many years that we pretty much have it down to a sci ence. If you think about it, we don't do enough to properly promote a first visit by our valued VAA mem bers to Oshkosh. EAA has a number of excellent pro grams in place to assist our members in their planning, such as the Hous ing Hotline, RideShare, and flight planning. But in addition to the new VAA site map in the June edition of Vintage Airplane (we'll have plenty of copies on hand at AirVenture if you didn't bring your copy with you), we

need to create a checklist of items necessary to make your visit easier to plan, which would in turn virtually assure a more pleasurable experience at AirVenture Oshkosh. Although I failed to record the name of the member who called , thanks for sharing your thought provoking concerns with us . Al though it's too late to get anything together for this year's event, I think an all -encompassing checklist could be an invaluable planning resource for those members who find them selves wondering about unanswered questions and where to get them an swered. We will set our sights on re solving this issue for the 2007 event, so stay tuned for future developments. Since everyone keeps asking me, the upgrade and now annual inspec tion of my Cessna 120 is a continuing saga. Progress is being made, but the annual ended up being the annual from H.E. double hockey sticks, as my mother-in-law used to say. After way too many trips to the cylinder over haul shop, and a discovery that the rudder and elevator cables are likely original from 1947, not to mention the excellent and extensive work of the tin benders, we are finally getting close to engaging the paint man and eventually flying this beauty once again. Boy, it's a good thing this air craft is a partnership, as I have no idea where I would have found the time to continued on page 37

HAVE YOU MADE YOUR PLANS TO ATTEND EAA A I RVENTUR E 2006 ?

EAA AIRVENTURE OSHKOSH 2006 , THE WORLD ' S GREATEST AVIAT ION CELEBRAT I ON-J ULY VAA IS ABOUT PARTICIPATION: BE A ME MBER! BE A VOLUNTEER! BE THER E!

24-30

V I N T AGE AIRPLANE

VAA AirVenture Area Map

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To help members who fly in understand the layout of the convention area adm inistered by VAA, we've prepared

West Side Vintage Aircraft Camping

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Antique Parking

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Theater In The Wood s

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VAA AREA

GENERAL

this simplified map. As you ~ ~ -0 LAYOUT can see, camping starts at ~o'" D .~ (O~ Type Club & Row 74 on the east side of oS' Showers Workshop Tents VAA Special the main north/south road Type Club r"\ Showplane/Camper Parking () RegIStration V V Red Display Area Hangar Barn (Wittman Road), with the ar ~. Starts at - . - - - Row 74 Cafe eas to the north of that line- - - - - - - - - " ' - - - - - - - - - == - - -- - - - - - - - ' set up to handle display-only ~. Tall Pines Past Grand Champions - parked along road VM and in rows 60 & 61. Operation s vintage aircraft. That's why - . - - - Cafe Near Ultralights Shack you may see open areas as VM

you taxi south to your camp Large Special

Interest

ing location. Comm Center Aircraft /

No Camping Once you arrive, you'll Antique s

Row 62 through Row 77 need to register your aircraft and / or campsite. In addi tion to roving registration Rows 60 Row SO Row 78 & 61 vehicles, there is one main ~ EAST SIDE Anlique -.-- Point aircraft registrati on building, VM CAMPING AND PARKING _ __ _--'-...c.:.:..-'-'-...L.l._ _ _ _ _ _ __ _ _-'-_-'-_ __ STARTS HERE, located j ust south of the Red CONTINUES TO ROW 150 Barn (see map). The EAA convention campgro unds are be judged by VAA vol unteer judges, you free VAA Ai rVenture Oshkosh 2006 Par private campgrounds and are need to be a current Vint age Aircraft tici pant Plaque, which you can pick up not open to non-EAA mem Association member. VAA contributes a in the rear of the Red Barn. EAA and significant portion of the costs related VAA membershi ps are available at both bers. Each campsite must be registered by a current to the EAA awards that are presented aircraft registration and at the mem EAA member. to the award winners. Another immedi bershi p booth located northeast of the If you want your airc raft to ate benefit of VAA membership is your Red Barn.

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Flight Planning for Your EAA AirVenture Trip As an EAA member (an impor tant part of your VAA membership) , you can use the EAA Flight Plan ner to chart your trip to Wittman Field for EAA AirVenture Oshkosh 2006. Just click on the EAA Flight Planner link on the left side of th e home pages at www.eaa .org or www. vintageaircra(t.org. GRASS RUNWAYS AND FUEL As an added bonus, we have a handy list created by VAA member Kris Kortokrax posted on the home page at www.vintageaircraft·org. Kris fli es a variety of old biplanes that are more pleasant to fly when they are flown from grass strips, and 2

JULY 2006

he and his buddies from Shelbyville, Illinois, do their best to keep the old biplanes happy (and keep tire wear to a minimum) by flying cross co untry from grass strip to grass strip. Finding fuel facilities can be a challenge these days, and Kris has distilled this airport information to be useful for like-minded grass-run way-preferring pilots. This data was current as of the beginn ing of the year, and we'd suggest calling ahead to confirm fuel availability and hours of operation . If you have any changes or additions, drop us an e mail here at vintageaircraft@eaa .org and we'll forward it to Kris. Our thanks to Kris for sharing his list. Let us know if you find it useful!

Breakfast and a Briefing The VAA Tall Pines Cafe will be in operation again this year with an expanded schedule prior to con vention, and fly-in style pancake breakfasts during EAA AirVenture. Start ing on Friday morning, July 21, and continuing through Sunday, July 23, the VAA Tall Pines Cafe will be open for breakfast (6:30 - 9:30 a.m .) and dinner (4:30 - 7:30 p.m.) . Starting Monday, July 24, only breakfast will be served at the Tall Pines Cafe (6-9:30 a.m .). As we had last year, an FAA Flight Service Sta tion (FSS) trailer wi ll be located near the cafe. At th e trailer, which will be north of the VAA Tall Pines Cafe, you' ll be able to check the weath er

for your flight and obtain a full briefing from FSS specialists without having to trek up to the FAA Build ing near the control tower. We'll see you there each morning for "break fast and a briefing."

Are You a Friend of the VAA Red Barn? If so, be sure to check in at the in formation desk at the VAA Red Barn. There, we'll issue you a special name badge. We can also point out the lo cation for the Ford Tri-Motor rides. If you have any questions, feel free to ask for Jennifer Lehl, the VAA ad ministrative assistant. If you need to reach her in advance of your arrival, call her at EAA headquarters, 920 426-6110. Our thanks to each of you who have contributed to the VAA Friends of the Red Barn 2006 campaign. We'll have the list of contributors in next month's edition of Vintage Airplane!

VAA Message Center If you would like to leave a mes sage for people you know who fre quent the VAA Red Barn, stop by the information desk. You can write them a message in our "notebook on a string," and we'll post th e ir name on the marker board so they'll know there's a message waiting for them. Sure, cellular phones and walkie-talkies are great, but some times nothing works better than a hand-scribbled note!

VAA Picnic Tickets for the Wednesday, July 26, annual VAA picnic held at the Nature Center will be available for sale at the VAA Red Barn. Tickets must be pur chased in advance so we know how much food to order. Tickets will be on sale at the VAA Red Barn prior to the start of EAA AirVenture. The deli cious home-cooked meal, including both beef and chicken, will be served after 5:30 p.m. Trams will begin leav ing the VAA Red Barn around 5 p.m. and will make return trips after the picnic. Type clubs may hold their an nual banquets during the picnic. Call Jeannie Hill (815-943-7205), and she

will reserve seating so your type club can sit together.

Shawano Fly-Out The annual fly-out to Shawano is Saturday, July 29. The sign-up sheet will be at the desk at the VAA Red Barn, and the briefing will be at 7 a.m. the morning of the fly-out. The com munity of Shawano is a big supporter of VAA and puts forth a lot of effort to sponsor this event. It does a great job, and we hope you'll help us thank Sha wano by joining us.

VAA Red Barn Store The VAA Red Barn Store, chock full of VAA logo merchandise and other great gear, will be open with expanded hours all week long, Monday through Saturday, 8 a.m. until 6 p.m. Early bird arrivals can shop on the previous weekend as well, during limited hours. Show your VAA membership card (or your receipt showing you joined VAA at the convention), and you'll receive a 10 percent discount. On Friday, July 28, from 7 p.m. to 9 p.m. there will be a special VAA members-only sale. Bring your VAA card, and you'll receive an addi tional discount on specially priced merchandise. See you there!

VAA Volunteer Opportunities Are you an ace pancake flipper? If you're not one yet, we can help! The VAA Tall Pines Cafe is looking for volunteers who can help provide a hearty breakfast to all the hungry campers on the south end of Witt man Field. If you could lend a hand for a morning or two, we'd appreciate it. If that's not your cup of tea, feel free to check with the VAA volunteer center, located just to the northeast of the Red Barn. The volunteers who op erate the booth will be happy to tell you when your help is needed each day. It doesn't matter if it's just for a few hours or for a few days-we'd love to have your helping hands!

Designated Smoking Areas Near Flightline Smoking on the flightline at EAA

AirVenture is prohibited because it's a hazard to all aircraft. There are several designated smoking areas with butt cans along the flightline, well away from aircraft and refueling operations. Designated smoking areas will be south of the ultralight runway; near the Hangar Cafe; near the Warbird area (northeast corner of Audrey Lane and Eide Avenue); the Wearhouse flag pole area; the shade pavilion north of the control tower; and near the Ultra light Barn. Locations will be indicated on EAA's free convention grounds map. The admission wristband also in structs visitors that smoking is allowed only in deSignated smoking areas.

Pilots Advisory: Avoid Saturday Afternoon Arrival When you're making plans for your Oshkosh flight, you should be aware of several mass arrivals Saturday af ternoon, July 22. That afternoon four large groups of aircraft plan to fly en masse to Wittman Regional Airport, and they will be given priority by EAA AirVenture controllers. At 1 p.m., as many as 100 Beech Bonanzas will accompany the annual Bonanzas to Oshkosh (B20sh) forma tion fligh t. The first Cessnas to Oshkosh (C20sh) flight in honor of the 50th anniversary of the C-172/182 will begin landing at 2 p.m. with 50 airplanes. A second wave of mixed Cessnas is scheduled to begin arriving at 3 p.m. (If weather or other operational concerns get in the way, this second group will be told to use the Fisk arrival.) At 4 p.m. , the annual Mooney Caravan commences its arrival with 50 aircraft. As always be sure you obtain the official AirVenture notice to airmen and become familiar with arrival procedures. Visit www.AirVenture. org/2006/flying/index.html for com plete downloading information or to order a hard copy.

AirVenture Destination: EAA Member Village EAA members have it made at EAA AirVenture Oshkosh . Not only do they receive member VINTAGE AIRP L ANE

rates on admission and special dis counts and perks throughout the week, but also once inside the gate they can take advantage of what the EAA Member Village has to offer. Learn about a new or established membership program or benefit. Or about a special members' dis count during the convention. Stop in and grab a cup of coffee in the morning, cool off when the sun is high, attend a members-only" Af ter Hours" reception, or check e mail anytime at the Internet Cafe. Member Village is located just west of AeroShell Square. "I'm really excited about what we have in store for EAA members this year," said Katrina Bradshaw, EAA membership marketing direc tor. "Our goal is to provide extra service and benefits to make a visit to AirVenture as enjoyable as possi ble and try to provide a true sense of what it means to belong." This year, the campground will have its own mini Member Village that wi ll offer many of these same services before the show opens, in cluding Internet access. Once the show starts (from July 24-30), mini Member Village hours may be ad justed according to demand. At Member Village proper, see the Lucky Lease Diamond DA40, grand prize of the EAA Great Prize Giveaway, and informational booths for EAA Young Eagles, EAA AirVenture Museum, all the EAA divisions, and NAFI. An enlarged kids' area will also have lots of popular flight simulators. Four EAA "After Hours" events include sessions with aircraft de Signer Burt Rutan and civilian as tronaut Mike Melvill, with other guests to be named. In the South Tent, see the EAA Member Map, get tickets for B-17 rides, or a get a free sport pilot stu dent pilot certificate. A special area also includes EAA program part ners Falcon Insurance Agency, AeroPlanner, and AirF leet Capi tal Financing, and information on EAA's autogas supplemental type 4

JULY 2006

certificate. And a kit p lane will be constructed at the EAA Member Village Workshop. "Don't forget your EAA mem bership card," Bradshaw stressed. Those who join at convention will receive temporary membership identification, allowing them to take advantage of the specia l dis counts and perks. Volunteer at EAA Member Village

Sound like a place where you'd like to help during the convention? Become a volunteer at EAA Mem ber Village by sending an e-mail to Kristy Heiman, KHeiman@eaa.org, or call EAA Member Services at 800 564-6322.

More on the Web Visit www.AirVenture.org for more information on EAA AirVenture 2006 . - Admission and hours: www.Air Venture .org/2006/plann i ng/adm iss ion. html - Find or share a ride to Oshkosh: www.AirVenture.olg/rideshare - Site maps: www.airventure.org/ 2006/planning/(orms_schedules.html - Forum schedules: www.AirVenture. org/2006/events/(orums.l1tml - Accommodations: www.AirVen ture.org/2006/planning/where_to_ stay.html - Disco u nts on airfare: www. airventure.org/2006/f/ying/airline_ discounts.html - Get the NOTAM: www.AirVen ture.org/atc/index .html - AirVenture Planning Guide: www.A irVenture.org/2006/planning/ 06planning...guide.pd( - Alternate airports and stops to and from Oshkosh: www.AirVenture. org/2006/flying/aiternate_airports.html

VAA AirVenture Notes There's plenty to see and do during EAA AirVenture Oshkosh 2006, and to help you find your way around the VAA area, we created the VAA map in cluded in last month's issue of Vintage Airplane. You don't need to tear it out of the magazine; just stop by the VAA

Red Barn for a fresh copy. We'll have plenty of reprints available, with a special guide on the back to help you find just what you're looking for in the Vintage area of the convention. Here are a few items to help you plan your trip:

See Living Aviation History during Good 01' Days Step back in time at EAA's Pi oneer Airport when we celebrate the annual Good 01' Days of avia tion August 19-20. Good 01' Days activities include a children's ac tivity center, where kids will have the opportunity to experience hands-on games that were popular during the golden age of aviation. See a variety of vintage vehi cles on disp lay, or take a free ride around the EAA grounds in a vin tage prewar vehicle. Visitors can tryout telegraph equipment by sending messages between two Pi oneer Airport buildings. Airplane rides will be avail able thro u ghout the weekend in the 1929 Ford Tri-Motor, Pitcairn Mailwing, 1929 Travel Air biplane, 1927 Swallow biplane, and several Young Eagles airplanes. Visit www.AirVentureMuseum. org for more information. And re member, admission is always free for EAA members.

Election Correction In order to revise the names listed as the 2006 proxy agents, the proxy statement for the 2006 ballot requires the following change: The undersigned member of the EAA Vintage Aircraft Associa tion does hereby appOint Charles Harris and George Daubner as the undersigned's agent and proxy to vote for him/her at the next an nual meeting of the association, or at any adjournment or postpone ment thereof, at which member is not present, upon all business of the meeting, hereby ratifying and confirming all that they may do by virtue hereof. You may mark the name changes on your ballot. .......

Young Eagles Flights Enclosed is a photo and newspaper article about our Young Eagles Rally on July 2 and 3, 2005. We flew a total of 207 kids in these two days. The following aircraft gave Young Eagles flights the first day: Aeronca Champ, Piper Super Cub, Cessna 150, Cessna 172, Cessna 177, and Cessna 180. Weather conditions were a temperature of 95°F, a heat index of 110°F, and a 90-degree crosswind of 8 knots. Flights began at 10 a.m. and continued until each and every Young Eagle had experienced the thrill of flight, usually about 6 p.m. We all agreed that flying these Young Eagles was so rewarding that we would have gladly done it a third day. Please encourage everyone to fly a Young Eagle. I know that out of 207 flights, we have inspired quite a few to learn to fly in the future. Sincerely, Roland Denison VAA Chapter 30 New Iberia, Louisiana

Anderson-Greenwood I would like to know what information is available about a small aircraft developed in the late 1950s/ early 1960s, known as the Anderson Greenwood. Do any still exist? Who might have the most info about one? Thanks for your help! Sunny Daughdrill 5002 Lawson Av. Gulfport, MS 39507 Sunnyd333@hotmail.com Thanks for the note. The airplane you are referring to is the Anderson Greenwood AG-14 (the FAA registration lists it as AND-51-A), an attractive single-engine pusher design that did make it into limited production. The airplane was the brainchild of Ben Anderson, a former Boeing

engineer, and his brother-in-law, Marvin Greenwood. Its first flight was October 1, 1947, and five aircraft were built. All five are still registered: N3900K (s/n 1), N3903K (s/n 4), N3904K (s/n 5), N4254M (s/n 2), and N314AG, the aircraft recently soLd by EAA, which is s/n 3. We do not know the actuaL condition of the other fOllr registered aircraft at this time, but the former EAA airplane is currently being

restored to flying condition. In 1974, s/n 4 was photographed at the EAA fly-in convention in Oshkosh. Here's the photo, part of the Dan Shumaker collection availabLe online at www.1000aircraftphotos.com. If anyone has additional information, feel free to pass it aLong to Sunny, and please copy us as well. You can e-mail us at VintageAircraft@eaa.org -H.G. Frautschy

SEND YOUR COMMENTS AND QUESTIONS TO:

VAA, LETTERS TO THE EDITOR

P.O. Box 3086

WI 54903-3086

OSHKOSH,

OR YOU CAN E-MAIL THEM TO : vintageaircraft@eaa.org

VINTAGE AIRPLANE

Current Editor's Note: This issue of Vintage Airplane contains one of a series of nine articles pertaining to the res toration of antique and classic airplanes. Directors of the then-named Antique/Classic Division of EAA originally wrote them in the mid-1980s, but they are still relevant for today's vintage aircraft enthusiasts. The late Art Morgan, a longtime volunteer chairman of the A/C Parking Committee, wrote this article. Our members have years of experi ence and a tremendous amount of talent; however, it's likely everyone willieam 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 VintageA ircra(t@eaa.org. -HGF

Disassembly of an aircraft BY STAN GOMOLL

Plan Ahead You ask, "Wha t 's so difficult about taking an airplane apart? All I need are a few wrench es, screw drivers, punches, and a hammer." Not so! With the price of airplane parts and their lack of availability, it pays to plan ah ead . There are many ways to dis assemble an aircraft. It can be quick and dirty with all t he parts thrown together in a cardboard box; then at a later date you may find yourself tryi n g to figure out the puzzle. Or one can take a little time now and save a lot of head scratching later, wondering where all the odd parts go and looking for the missing parts that fell out of that cardboard box. One can learn a lot about the condition of the aircraft by check ing the condition of the bolts during disassembly. All the parts should be marked, such as cables, push-pu ll tubes, pull eys, brack ets, etc. With proper planning at the start, you can save lots of work later. The status of an aircraft at time of disas sembly or purchase fa ll s into three general categories: 1. Aircraft apart and stored . 2. Aircraft assembled and stored. 3. Aircraft flying. If the aircraft is apart, start by lay ing parts on the floor or ground in

order of assembly of the aircraft to get an overview, as well as to check for missing parts. Also, this is a good opportunity to determine where all the parts go . If a manua l is avail able, it will really come in handy at this time. Usually, it's easier to obtain missing parts at the time of purchase than at some later date. If the aircraft is assembled, move it out in the open; then stand back REPRINTED FROM

J U LY 2006

Vintage Airplane MAY

1986

20 or 30 feet and give it a good looking over. Check for symmetry of the airframe, paying close atten tion to the tail group. I have seen fuselages twisted up to 10 degrees due to improper repair, wind dam age, or an accident. Check that the tail wheel is not leaning to one side or the other. Look at the air craft from the side to determine if both wings have the same amount of dihedral and/or sweepback. Take pictures of everything. Those items that look simple now can become very complicated later. Take pictures of each cable routing, the windshield, windows, baggage compartment, fairings, seat belt(s), instrument panel, control wheels or sticks, rudder pedals, etc. And be sure to include several different shots of the engine compartment. The old saying "a picture is worth a thousand words" was never more true. And when the project is fin ished you can show your friends what you started with . Always remember, just because it was "that way when taken apart" does not make it right. When avail able, use a manual to double-check everything. If the aircraft is flying, make a list noting the following: 1. Does the aircraft taxi straight? 2. During flight, how does the plane perform and what are its en-

gine readings? (This should Take pictures of everything and be noted for later compari keep accurate notes. son.) 3. Are the con trois sloppy? 4. Does the aircraft fly straight and level, hands off? 5. Are there vibrations during takeoff or landing? 6. At touchdown, does the aircraft have a ten dency to go left or right? These are some of the things to look for, as they can provide clues about problem areas. For exam for proper identification. ple, ground-handling trouble can The stated suggestions generally result from a bent landing gear, pertain to all vintage aircraft; how loose wheel bearing, weak shock ever, certain types will require special cords, an improperly mounted tail handling. Some taildraggers be wheel , etc. A defective shimmy come excessively nose-heavy when dampener can cause problems on the wings are removed, so to pre tri-gear airplanes. vent them from "standing on their noses" the tail must be tied down Before Disassembly or the aft fuselage weighted with a Things to do or have on hand be couple of concrete blocks. Likewise, fore disassembly: a tri-gear airplane will become tail 1. Spray all visible bolts, hinge heavy when the engine is removed. pins, and turnbuckles with light To prevent possible damage to the penetrating oil such as WD-40. tail and/or the aft fuselage, the nose 2. Drain gas tanks, sump, and Now that you know what lies aheadcarburetor. and you've had your morning coffee and 3. Drain oil. your help has arrived-let's get on with 4. Remove battery. the job at hand. 5. Have containers, such as cof fee cans with covers and Ziploc plastic bags for loose parts. 6. Have proper tools; long brass punches are useful. 7. Have pre-bUilt wing racks, or tires, or cushions off an old couch to lay the wings on. 8. Have a truck or trailer with plenty of ropes and padding. 9. If hauling the fuselage home on its wheels, a trailer hitch to bolt on in place of the tail wheel is useful. Red flags or clearance lights to bolt on the fuselage are important. 10. Have gust locks to secure control surfaces while handling and/or transporting. 11. Find boards to which flying and landing wires can be tied so they don't get bent. Tag each wire

must be weighted. Always remove the pro peller before removing the engine, and even though you previously drained the carburetor, treat the engine with great respect. Next, disconnect all engine con trols and wires. Keep in mind when removing an engine that an old auto or truck tire makes a good pad to lay it on. If the fuselage is going to be towed home on its landing gear, first remove the brake assemb lies, as they can cause the wheel and tire to overheat. This could cause a tire to blowout or even start on fire, re sulting in the loss of what you have worked so hard to acquire. Repack the wheel bearings and reinstall them whether you load the fuse lage on a trailer or tow it on its gear. Be sure to hang red flags or mount clearance lights on the fuselage be fore towing. Check that the load does not exceed the legal width for the states you'll be traveling through. Also check the height for suf ficient clearance under bridges, overpasses, and wiring along your route. If you plan on working in your garage, make sure the project will fit through the door! If you experience inclement weather on moving day, wrap the aircraft in heavy plastic, mummy-like, starting at the rear end of the load. This prevents the airflow from lifting the plas tic. The plastic covering will also protect your pride and joy from road dirt that has a way of get ting into nooks and crannies like you wouldn't believe!

Get On With the Job Now that you know what lies ahead-and you've had your morning coffee and your help has arrived-let's get on with the job at hand. A word to the wise: Use separate containers for all V I N T AGE AIRP LANE

Before disassembly, tag all flying and land ing wires and struts, identifying the exact location of each.

the hardware you remove so you'll have an idea of what to shop for as replacements. If you remove bolts that are too long and made up with a handful of washers, be sure to re place them with correct sizes. Start by removing all the fair ings and inspection plates, includ ing wheelpants if installed . Spray all bolts, hinge pins, and turnbuck les again. Install gust locks on flaps and ailerons (can be two flat boards with a spring-loaded bolt between them). Disconnect control cables, fuel lin es, pitot-static lines, and electrical wires. Pull cotter pins and remove nuts from all wing attach boits, jury strut s, and lift struts at both ends, but do not remove bolts yet. Take extra care when removing fuel lines, usin g two wrenches to keep from breaking fittings in the fuel tank. It's recommended to use a min imum of three people in remov ing a wing panel (depending on its weight, more cou ld be needed)- two to support it and one to knock out the wing attach bolts. A lO-inch or 12-inch brass rod works well here , as it can be bent to get into tight spots. I keep a supply of old bolts on hand when removing wing panels, and as each wing attach and strut bolt is removed, I replace it with one of one size smaller. Then if there is a problem in removing a bolt, th e help isn't holding up a heavy wing panel. After all the original bolts are out, th e wing struts are removed. Be sure to mark the struts right, left, and top. Next remove the rear spar attach 8

JULY 2006

bolt, then the front spar attach bolt. Th is will help to keep the wing from swinging aft and bending the rear attach fitting . Then pull the panel straight away from the fuselage and place it on cushions off to one side, out of the way. If it wasn't pre viously removed, take care not to

Use separate cantainers for all the hardware you remove so you'll have an idea of what to shop for as replacements.

damage the pitot tube. After the wings are off, th e rud der, elevators, a nd stabilizer are removed-also the fin if it's not in tegral with th e fuse lage. The bigger the airplane, the more problems will be encountered due to size and weight-for example, with Stinson Reliants, Fairchilds, How ards, Wacos, etc. The wing panel on a Gullwing Stinson requires at least four men to support it while a fifth removes th e attach bolts. Again, a factory manual will be most useful in determinin g the proper proce dure in disassembly and assembly of the plane. Biplanes pose special problems with their greater number of wing panels and associated struts and wires. Before disassembly, tag all fly ing and landing wires and struts, identifying the exact location of each, including top or bottom ends. Remove the fairings; then discon nect the cables or pushrods to the ailerons. Place gust locks on all aile rons. Disconnect fuel and pitot tube lines, and electrical wiring to lights, if installed. Remove nuts from wing attach bolts and all struts. Loosen the flying wires, taking care to not gouge, scratch, or bend these items. (They're very expensive to replace these days.) Some wires have provisions for using a wrench to aid in loosening jam nuts-oth ers will require two blocks of hard wood clamped around the wire. Before removing the upper wings, be sure to support the lower panels (with sawhorses or people power) so they won't drop onto the ground. Some of the suggestions in this article might sound like a lot of ex tra work just to take an airplane apart, but they will pay dividends later. The extra steps outlined above will result in less damage to the air frame and fewer problems in identi fying parts when the time comes to reassemble the airplane. The bottom line is to know what happens when each bolt or pin is re moved . And don 't be rushed by oth ers. Remember, it 's you who will be restoring the plane. .......

ILLUSTRATION TYSON RININGER & H.G. FRAUTSCHY

A PLACE THEY CALL OSHKOSH

BY BRUCE REEK

The moon shines brightly Casting wing shaped shadows

The breeze gently creeking an unlocked rudder

The sound ofa swing band rarely heard anymore

Bringing back memories ofmy youthful flights

I look to my right

An old veteran begins to relate

The stories ofhis years ofservice

Of valiant victories won and bloody missions accomplished

The heroics and terror ofwar now recalled from his past.

I look to my left,

A cropduster no more,

He longs for the thrill ofa tightening turn

Over the green streaked fields and black plowed earth.

I start to think of the young people Who down through the years have come with their dreams That I would give to them their first hours of flight I hear people say as they find out my age Why would anyone this old fly all of this way? Then I hear a young boy ask his father these words "When can I learn to fly in a plane such as this?" As he climbed into the cockpit and grabbed hold ofthe stick Both the Stearman on my left and the B-17 on the right In unison whispered, " It's happened again, little yellow one." To revisit old memories To find new hopes and dreams It gives new lift to my wings and a surge through my cowl To think that an old Cub can inspire the young At this gathering ofpeople and planes, a place they call Oshkosh

VINTAGE AIRPLANE

Celebrating the 70th anniversary of the Cub Convoy

BY SPARKY BARNES SARGENT

ub pilots from n ear and far converged on Sun 'n Fun at Lakeland, Forida, this year to cel ebrate the 70th anni versary of the very first Cub Convoy. This gregarious gaggle of contempo rary aviators and aviatrixes exuded a joyful spirit-perhaps much the same as those from yesteryear who par ticipated in the very first Cub Con voy to the Miami All-American Air Maneuvers in December 1936. That Convoy was sponsored by William T. Piper Sr. , president of Piper Aircraft Corp., and more than 80 40-hp E-2 and J-2 Cubs participated. Squadron leaders from all over the country led small groups of fewer than a dozen airplanes to meet in Orlando before

JULY 2006

proceeding en masse to Miami. The Convoy was held annually un til the beginning of World War II and slipped away into a closed chapter of aviation history until 1994, when Ray Noll breathed new life into the concept of a Cub Convoy and orga nized a flight to Alaska. And then, in 2003, Harry P. Mutter, historian for the Piper Aviation Mu seum in Lock Haven, Pennsylvania, realized that the 70th anniversary of the original Convoy would be a won derful opportunity for Cubs from all over the country to gather together once more. He set forth with great en thusiasm to organize the event, mak ing it known that all ragwing Pipers, from the early E-2 Cubs to the clas sic PA-22 Tri-Pacers, would be heart

ily welcomed to participate . Mutter knew that at least 40 aircraft would need to sign up in order to make a noteworthy entrance and showing at Sun 'n Fun. Yet by spring 200S, only seven air craft owners expressed serious inter est in making the flight . Mutter, who doesn't give up easily on a good idea, issued another appeal at the Cub fo rum during Sun 'n Fun 200S and then through the museum 's Cub Re porter newsletter and the Cub Clues newsletter. Finally, real interest in a celebratory Convoy was piqued. John Love generously volunteered Love's Landing in central Florida as a ren dezvous site for Convoy participants on the weekend immediately prior to Sun 'n Fun. From there, they planned

Weleomes

the

Cub Conv0l'

to depart as a group and land in trail on the grass runway at Lakeland on Monday, April 3. However, the rendez vous point was changed just a couple of weeks prior to the event due to the FAA's requirement that the Convoy depart from Plant City Airport to make a mass arrival to Sun 'n Fun. About 30 Pipers arrived at Plant City by twilight on Sunday, April 2, and 21 more arrived the fol lowing morning. That Sunday afternoon, Convoy participant Rusty Studenroth was one of several pilots who helped, in his words, "practice the takeoff and arrival sequence for Monday's mass arrival at Lakeland by just flying around the pattern at Plant City, using 30-second intervals. It's elementary-just don't run into the guy in front of you, and keep your distance just like you were in a busy traf fic pattern at a pancake breakfast fly-in ." Having recently retired, Studenroth just couldn't pass up the opportunity to participate in the Convoy and made the solo flig ht to Florida from his home base in Hobart, Indiana, as a light sport pilot. By midday Monday, the mass arrival of 51 colorful Cubs and Super Cruisers were alighting on the emerald green runway at Lakeland-Linder, their wings shimmer ing and glistening in the Florida sunshine. There were old Cubs-dating as far back as 1939-and "new" Cubs, too, either recently restored or newly manufactured, such as American Legend Aircraft Co.'s Legend Cub and Legend Cub Special, along with CubCrafters' Sport Cub. One after another they landed, interspersed with a few formation fly-bys from five Cubs on floats, and slowly taxied by the spectators to their specially designated tie down area, where they comfortably nestled nose to tail in several long rows.

A total of 56 Pipers, including Super Cruisers, five float planes, an L-4, and newly minted Cubs, such as the American Legend Aircraft Co.'s Legend Cub and CubCrafters' Sport Cub, participated in the Cub Convoy.

Harry Mutter, Piper historian and Cub Convoy organizer, strikes a pose with his PA-12, The City of the Angels. V INTAGE A I RPLAN E

At least two aircraft in the Convoy highlighted unique facets of aviation history. A handsomely restored rep lica of the original Janey, the famous Piper L-4B flown by Capt. "Dutch" Schultz and used for artillery spotting in Europe during World War II, filled a welcome niche beside its J-3 Cub brothers, along with a noteworthy 1947 PA-12. The City of the Angels, a Piper Super Cruiser currently owned by Cub Convoy organizer Mutter and beautifully restored by Dave Liebe gott, was the lead aircraft of a pair of PA-12s that completed a flight around the world in 1947. Its soft touchdown on the grass at Sun 'n Fun was the culmination of the Cub Convoy's de lightfully lengthy mass arrival, which endured for about an hour.

sounded like a lot of fun and encour aged several other pilots to partici pate in the event. "I have a couple of other airplanes, but they are 'going

'The Dest thing

ohoutthis OUO

Oonvogisthe

hrigkligks

It's put in m!l

~honds

e!les:'

-Susan Davis

Cub Comrades The Convoy's festivities continued Tuesday afternoon, when the par ticipants enjoyed a delicious catered meal and eagerly shared tales of the adventures they'd encountered while en route to Lakeland, Florida, from their respective homes-as far away as Willits, California, and as close by as Brooksville, Florida. Outside in the field of Cubs, Ken Bollenback was reading a book and relaxing beside NC28001, a Cub he's owned for four years now. (He has an other one at home in nearby Brooks ville, Florida.) Like many other Cub owners, he first heard about this year's Convoy in the Cub Club's newslet ter, Cub Clues. Bollenback thought it 12

JULY 2006

places' airplanes, and the Cubs are my 'I'm already there' airplanes," he said with a candid smile, adding, lilt's been neat seeing all the Cubs, and I've met a lot of new folks, whose sto ries I enjoyed hearing at the dinner." Ray Cook of Spring Grove, Illi nois, and his son Brian Cook of Co coa Beach, Florida, enjoyed working together (when possible) to restore N70971. It took two years to re build the 1946 Cub, after the previ ous owner flipped it on its back, and those hours of labor and attention to detail were recognized at Sun 'n Fun when N70971 received the Outstand ing Classic Aircraft award. "I flew it May 31,2005, for the first time," said

Ray Cook, beaming with happiness, "and then I was invited to the Dayton Air Show and Aviation Heritage Invi tational, where [ met Harry Mutter, who was there with his Super Cruiser. He talked about the Cub Convoy, and I decided to participate." Cook's solo flight from Kenosha, Wisconsin, to Plant City took 14 hours and 15 min utes, spread out over a day and a half. Pilot Gary Austin didn't have quite as far to go when he flew the replica of the original Janey down from Geor gia for owner Mike Brady (who is affil iated with the Army Aviation Heritage Foundation). Austin says this 1943 L-4 "was rebuilt in southern Tennes see, and Capt. Schultz was really im pressed with the way it looked. Schultz wrote the book Janey: A Little Plane in a Big War, about his experiences flying the original plane. The owner wants to sell it, so I flew it down from At lanta to Plant City by myself in about seven hours. It was hazy, but for the Southeast it's nice weather. The L-4 flies just about like a Cub except it's a little lighter on the controls, and this one has an 85-hp Continental engine with a conversion, so it actually pro duces about 95 hp, and it takes off like an ultralight. That's the one de viation from the original Janey, which had the A-65, but the appearance is exactly the same." Sharon and Steve Krog, editor publishers of the Cub Club's news letter, Cub Clues, usually drive to Sun 'n Fun because they bring a virtual truckload of supplies with them for

Cubs gathered at Plant City on Sunday before departing to Lakeland the next day.

the type club tent. But this year they cheerfully took advantage of the op足 portunity to fly south together from Hartford , Wisconsin, in their 1945 Cub. This couple is well accustomed to sharing flying time; Sharon wanted to learn to fly after college, and she ended up completing her flight in足 struction with CFI Steve Krog . The two were married the following year. IiThis is the way to go," said Sharon, explaining that, liflying to Sun 'n Fun was a first for us. It took 15 hours of flying and two days. We landed at sunset at Plant City on Sunday, and it was a beautiful trip, other than some head winds and a little bit of fog in Tennessee. I started out with gloves, a headband, and a couple of layers of clothing, but of course it got warmer as we flew further south. We convoyed with three other airplanes. Gerry Sheahan flew Steve's Cub, Ron Price flew his 1946 J-3, and Charlie Slinger flew down in his 1940 Por足 terfield. It was a very special trip, just to look out and see the others flying along with us. And other than Lock Haven, you don't normally see this many Cubs in one place. It started out as a once-in-a-lifetime adventure to fly the Cub down here, but now that I've done it, it may be something that I want to do every year."

Clyde and Susan Davis flew their Cub all the way from Cali足 fornia to Lakeland to join the Cub Convoy celebration.

Sharon Krog land husband Steve) flew their Cub from Wisconsin to Lakeland.

From the Golden Gate to the Sunshine State Another aviation-minded couple,

Rusty Studenroth flew his Cub from Indiana to Sun 'n Fun. VINTA G E AIRPLANE

Behold-a field of yellow Cubs honors the 70th anniversary of the Cub Convoy. Clyde and Susan Davis of Willits, Cal ifornia, say they typically plan one long adventure in their faithful 1939 Cub, NC25806, every summer. This year, their decision was made in stantly when they heard about the 70th anniversary of the Cub Convoy. Flying as sport pilots, they shared the 43-hour flight from west to east, beginning 150 miles north of the

Hollister for lunch and to Bakersfield for the night. The next day, it was on to Daggett in the Mojave Desert for fuel, and an overnight with a friend near Eagle Airpark in Arizona. "After that, we had to cross all those mountains, and we saw 125 mph groundspeed on the GPS! There were also a lot of flat plains at 6,000 feet above sea level along that route. Anyway, we flew mostly along 1-40 past Tucumcari. When we landed at Moriarty, New Mex ico, the winds were pretty much down the runway at 45 Ray Cook of Spring Grove, Illinois, and his son Brian Cook mph gusting to of Cocoa Beach, Florida, smile as they pose with Ray's 50," recalled Clyde Cub, which was awarded Outstanding Classic Aircraft this with a chuckle, year at Sun 'n Fun. elaborating that, Golden Gate Bridge. During their "several people insisted on coming out first leg to Sonoma Sky Park, their and hanging onto the wings while we GPS showed a groundspeed of only taxied in. We let them!" 35 mph. From there, not daunted by While the Davises enjoyed meet the head winds, they continued to ing nice folks at most every airport 14

JULY 2006

Jim Colburn flies by in his sharp looking J-5. along their flight, one place in particu lar stands out in their memories. "That was the grass strip at Reynolds Airport, just north of Mobile, Alabama. When we landed, 1 asked him if there was any place close by to spend the night, and he asked me if 1 had a driver's li cense," said Clyde. "I said yes, and af ter 1 showed it to him, he said he'd let us use his car. Then 1 asked about getting some lOOLL, because we were a little bit low. He said they didn't use that stuff there, but he'd give us a cou ple of cans to put in the car to buy some gasoline in town." Susan Davis laughed with delight as she recalled their visit, and explained that the hospitality didn't end there. The man's wife had a special treat in store. "She took me to their pond to see the alligator they've been feeding for more than 20 years now, and 1 got to feed it. Now that was fun!" The Davises thoroughly enjoyed their long cross-country together, and Susan was eagerly anticipating her return flight home. That's right, she planned to fly solo back to California,

Here's an unusual combo-a Curtiss P-40 and a J-3 Cub, landing on the runways at Lakeland.

since Clyde had to return earlier to get back to work. "I've always wanted to fly a long solo cross-country, and since I got my sport pilot certificate last November in the Cub, I feel ready to do it. It took me much longer to get my license than I had hoped, but tail足 wheel-endorsed CFls are hard to come by in northern California. When we first got the Cub, my husband would let me do air work upstairs, but not landings or takeoffs, and when I fi足 nally got my first flight instructor, she explained why that was. He said, 'You don 't understand, Susan-airplanes are like your children!"' She intends to take her time and visit friends and family as she wings her way back to the Golden Gate from the Sunshine State. "The only thing I get nervous about is if the wind's too high, so I plan to get up

Gary Austin taxis this Piper L-4, which has been restored as a replica of the L-4B Janey that was flown in Europe by Capt. Alfred "Dutch" Schultz during World War II.

This good-looking J-5 was part of the Cub Convoy. VINTAGE AIRPLANE

A Cub pilot makes a wheel landing on the grass at lakeland.

A distinctive Super Cruiser rolls out by the windsock on the grass runway at lakeland.

early and fly in the mornings. I want to fly over the mountains on my way home, but my husband doesn't want me to, so I've agreed to go the less mountainous southern route over 1 40," she said, adding with a hearty laugh, "The odds of getting 125-mph tail winds on the way back are astro nomical, but I expect it to be a great trip anyway!" (Follow-up note: Susan Davis com pleted her personal Cub Convoy ex perience by logging about 59 hours on her flight home to California, spread out over a three-week time frame. Despite high winds, fog, low clouds, thunderstorms, and even a tornado sighting as she flew south of Tucumcari, New Mexico, she insisted with contagious exuberance, " J had an absolute blast. The theme this year 16

JULY 2006

at Sun 'n Fun was the ' joy of flight,' and I sure had that! I don't think my long cross-country was a big deal; I just thought of it as three- to four hour legs, one at a time. Now that I'm home, I think the most impor tant thing I can do to become a bet ter pilot is to learn a lot more about weather, because I sure encountered a lot of it on my flight home.")

Convoy Success Mutter's personal inspiration and drive to organize the 70th anniversary of the Cub Convoy flourished into a wealth of treasured memories, which have been deposited in the vintage aviation community's collective mem ory bank-for those who enjoyed hav ing the Cubs land at their airports across the country to those who im

mer sed themselves in the long rows of Cubs at Sun 'n Fun, and especially for the participants themselves. Perhaps Susan Davis best described the Cub Convoy experience with an expression that illuminates a feel ing that many aviators and aviatrixes will intimately understand from their own joyful time aloft: "The best thing about this Cub Convoy is the bright lights it's put in my husband's eyes," she declared with a passion born of love for her husband, and her own love of flying. And if you're wondering if there will be another Cub Convoy anniver sary celebration, well, Mutter has al ready issued an appeal to the younger generation of Cub pilots, challenging them to organize a lOath anniversary Cub Convoy. .......

the Calhoun Beach Club in Minne apolis, Minnesota. When she took delivery of her Waco in November 1935, her address was listed as Wings Field in Ambler, Pennsylva nia. By the following summer, she had changed her address to the prestigious Lafayette Club at Min netonka Beach.

Yet little else has been discov ered about her life, such as when and where she learned to fly; after all, the sporty Waco YPF, with its narrow tread, was not a beginner's airplane. Waco built only two YPF models in 1935; they were the first of the new advanced "F" models, with an improved Clark Y airfoil, a

more sophisticated and complex fu selage, a new empennage design, a bump cowl, and a coupe top for the pilot. The front cockpit could hold two passengers or simply have a de tachable metal cover placed over it. NC15700 is the only YPF still in existence. It measures 22 feet 10 inches from prop to rudder, stands

struts and stainless fl ying wires ac cented the wing and tail structure. Grimes retractable landing light fit tings were installed in the upper wings, and Johnston elevated her de sign a step beyond tradition by spe cifically requesting that there be no Waco logo on the biplane. "The way she designed the plane, you knew it was going to be neat looking when it was finished. It's just all her, and I hope I can find some of § her family so they can see the plane ~ and maybe. tell me more about her, " 13 said current owner Jerry Wenger of z ~ Wyoming, who wanted the biplane CD ::: restored very close to its original con e:: ~ figuration. "I also know that she was married twice. Her first husband, John K. O'Meara, was killed in 1941 at the age of 32 while testing a sailplane for an aircraft company in California. In 1944, she married John E. Beach on a ketch at the Nassau Yacht Club in the Bahamas. She lived the good life." Johnston flew the biplane for about six months, until one early spring day in April 1936 in Madi son, Wisconsin. "She had an inci dent that you can have when you're starting a round engine, if you 're not careful," explained Wenger, "and she got a fire going and apparently there was some damage to the air plane." That may have discouraged her, because in August 1936, she sold the Waco to William Shaw and Robert Paul of Minneapolis, Minne sota, and they had it flying again in just a few months. <J)

Owner Jerry Wenger with Ben and Jeremy Redman of Rare Aircraft Co.

Note the bumps on the cowling, with Connie Johnston's distinctively designed gold trim.

Colorful History 8 feet 5 inches tall, and has an up per wingspan of 30 feet with a lower wingspan of nearly 27 feet. With its 75 gallons of fuel and the Jacobs' maximum fuel burn of IS gph, it has a 575-statute-mile range with a 100-mile reserve. It's easily capable of cruising 135 mph, with 140 mph indicated not uncommon. It made the 1,275-statute-mile fight from Owatonna, Minnesota, to Lake land , Florida, in only 9.2 hours of flying time . With this kind of per formance, it's easy to see that this Waco was truly the affluent sports 20

JULY 2006

man pilot's flying machine in 1935.

Bold Elegance Johnston embodied an assertive flair for bold elegance, as evidenced in her specifications to The Waco Aircraft Co. regarding the finishing touches for NC15700. She selected a deep metallic purple and a bright blue for its flying colors, highlighted by a trio of thin-line gold stripes, in which she cleverly entwined her ini tials. Her signature trim was desig nated for the fuselage, cowl bumps, and wheelpants, while shiny chrome

NC15700 has been well known in the Waco community for years be cause of its rarity, and even though its original aircraft logs were lost, some interesting oral history and other aircraft records have been preserved that illuminate the bi plane's colorful life during its 600 hours of flying time. Ben and Jer emy Redman of Rare Aircraft (the folks who restored the plane) shared several noteworthy stories: In the late 1930s, Chuck Doyle Sf. (Min nesota Aviation Hall of Fame) made numerous parachute jumps from

the YPF during air shows as owner Bill Shaw flew it. Doyle couldn't get into the front cockpit with his parachute on, though, so he stood out on the wing walk while the Waco climbed to jump altitude. About three owners later, the Waco was in Miami, Florida, during the early 1940s, where another woman owned it for a few months. Then early aviation pioneer Clyde Ice (South Dakota Aviation Hall of Fame), known for his record of "safe and sane flying," traveled to Florida in September 1942 and purchased it for use in the World War II Civilian Pilot Training Pro gram (CPTP). As he flew the Waco away from Florida at a low altitude, his attention was suddenly diverted to a German submarine that he saw surfaced in a river inlet. Ice landed at the nearest air base and informed them of the intruder so appropri ate action could be taken. Ice con tinued homeward, flying NC15700 to Spearfish, South Dakota, where he used the Waco as an instrument trainer with the pilot's coupe top canopy painted black, and the in structor in the front seat. After the CPTP disbanded, Ice sold the biplane in August 1944 to a Beulah, Wyoming, rancher by the nam e of Spencer Harper. It seems that Harper liked to hunt deer, and one day he landed out in a field with the Waco, shot a deer with a nice rack of antlers, and then loaded it in the front cockpit. When Harper landed back at the local airport, the deer's head was quite visible to on lookers, who commented that it looked like a deer was flying the bi plane from the front cockpit! Harper's adventures with the Waco continued until one cold wintry day when a large snowdrift piled up in front of the hangar. The rancher decided that instead of shoveling the drift away, he 'd just blast through it with the air plane. So he started the Waco and pushed the throttle to the firewall, attempting to make tracks through the snow-but instead the grand

"The way she designed the plane, you knew it was going to be neat-looking when it was finished." -J erry Wenger VI NTAGE AIRPLANE

Connie Johnston selected the bold color combination of Berry Brothers' Plum Bronze and bright Nassau Blue.

Note the tapered wing root where it joins the fuselage and the art deco style of the coupe top.

old biplane nosed over and flipped on its back. It went back inside the hangar, and Harper stored it until 1974, when he sold it toJim Horne of Eagan, Minnesota. Horne intended to restore it and carefully kept up with its parts and pieces for 2S years before selling the project to the Waco's cur rent owner, Jerry Wenger.

Intrigue and Inspiration Wenger has been flying since he was a teenager, when he earned free flying lessons in Cessna 120s and 140s by holding flags up in the fields for crop dusters. Today, he is no stranger to Waco restorations, as his collec tion spans about a 13-year period of Waco's early history. "I'm intrigued by a really unique airplane, something that can and should be brought back to life. I appreciate the history of it," said Wenger enthusiastically, partially ex plaining his attraction to NC1S700 by adding, "I was kind of motivated because my grandfather was a pilot who owned a Waco 10, and he was 22

JULY 2006

Look closely at the gold trim lines and you'll notice Connie Johnston's initials (ly. ing sideways) in the leading portion.

my inspiration . And my uncle barn stormed in Wacos from Iowa to Col orado down to Louisiana."

Rare Aircraft Under the guidance of Wenger, the Rare Aircraft Ltd. restoration team was put to work bringing Connie John ston's Waco YPF back to life. "These older airplanes were built at a time where technology was really expensive and labor was cheap. Now the roles are reversed, and technology is cheap but labor is expensive. And these air planes are still a hand-built, labor-in tensive project," explained 33-year-old Jeremy Redman of Rare Aircraft, who began learning the art of painting in his senior year of high school. His brother, 28-year-old Ben Red man, began welding taper-wing fu selages while still in high school and wholeheartedly agrees. He elabo

rated with a chuckle, "We sometimes say that we're John Deere mechanics working on flying tractors, just to re mind ourselves how important it is to be able to step back from a project and remember that it's a 1930s air plane. The airplane is wonderful be cause it's simple-that's its heart, its soul. It's old and simple, and you can lose touch with that so fast with all the tools we have in the shop." Rare Aircraft was established in 1991 in Owatonna, Minnesota, by the brothers' father, Roy Redman. And as their award-winning work is unveiled for the public eye, it's interRight: These original Hill Aircraft Streamliner wheelpants were an amazing find; they were brand new old stock, still in their wooden packing crate.

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VINTAGE AIRPLANE

The Waco YPF has a narrow tread, making it a bit more challenging to maneuver on the ground.

~ ~

w ~ a::

You'll notice modern avionics in the Waco YPF's panel-a concession to safe and practical operation of the biplane in today's airspace.

esting to see how this family business embraces the unique challenges and pleasures-that go beyond the scope of the project at hand. "The biggest pleasure is being able to spend time together, and when you need the help and support, that's re ally good. But when you're that fa miliar, it can be tough because you might not hold back with family members the way you would with others," explained Jeremy. The brothers, who exude more than just a youthful enthusiasm for their work, are also quick to recognize another important aspect of their air craft restorations, by giving credit to 24

JULY 2006

at least half a dozen other full-time employees. "Our restorations are a group effort," said Ben, "and I can't state enough how fortunate we are to have the talent that we do have available every day. These people are almost like extended family." All told, the Rare Aircraft restoration team spent about 9,000 hours during three years to complete the detailed and challenging restoration of NC15700.

ponents left intact, creating quite a conundrum for those who want to restore it. "This is the third airplane project I've bought out of a barn," explained Wenger, happily adding, "and it had at least a dozen signifi cant original parts. Now that's a lot!" Even so, it took a considerable amount of detective work to fab ricate and reassemble the biplane. Rare Aircraft was able to obtain some Waco YPF drawings from the Smith sonian , adding to previous owner Jim Horne's collection of more than a dozen sub-assembly drawings. Ex isting parts were used for patterns if they were no longer considered to be airworthy. According to Ben and Jeremy Red man , the original parts and pieces included the steel-tubular airframe, boot cowl, oil scoop, air intake scoop, and engine cowl. Additionally, there were many hardware items and fit tings for the cockpi ts , such as the handle for the locking tail wheel, the throttle, foot tread, rudder pedals, and even the knob for the front cock pit door. The original struts showed signs of wear, so they decided to build new ones and had them chromed per Johnston's original personal specifi cations. One interesting note is that the landing gear-to-fuselage attach ment points-new for Waco on this model-were so well worn that it was necessary to go through the laborious process of fabricating and attaching new ones. While many of the wing fittings survived, the wings themselves served only as patterns, from which the Rare Aircraft team built new wood spars and ribs. Wood fuselage fairings, metal wing fairings, and the fuel and oil tanks were also valuable as patterns for new ones, and a new engine cowl was made by D&D Classic Restorations of Covington, Ohio. The coupe top structure and windshield were reman ufactured using some original parts, as well as the factory drawing.

Parts and Pieces Often if a nearly 70-year-old air craft project is uncovered from the dusty corner of an old barn, there are very few of the original airframe com

Score! The most significant original item that turned up with the project was en continued on page 36

Steve Manchester Raynham, MA • Owner: 1946 Commonwealth

Skyranger 185, N73820 • Currently working toward commercial rating • Member: EAA and AOPA

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THE YELLOW ROSE OF TEXAS

Retired Delta captain Bill Scaggs of Irving, Texas, last flew a Stinson 108 when he was a 22-year-old with just more than 1,200 hours in the air. Now retired with more than 24,000 hours, he found this Franklin-powered Stin足

son 108-3 in a barn, and the restoration was completed December 3, 2003, thanks to Don Lewis, an airframe and powerplant mechanic with an inspection authorization.

BOB NORRIS'

FLEET

Bob Norris, a retired United cap足 tain who hails from Redwood City, California, is an active VAA Chapter 29 member who found one of his first loves, the Fleet 16B, NC24197, which he used to own back in 1951. Now re足 stored and flying out of the Hayward, California, airport, Capt. Norris has been enjoying flying Young Eagles in the Fleet, which is powered by a 125-hp Kinner B5 . His cross-country flight with the airplane, along with other adventures, are the subject of his most recent book, Solo: To Fly足 To Climb, available from booksellers across the country. 26

JULY 2006

CURTISS ROBIN

Brian T. Coughlin of Cazenovia, New York, sent us these two pho tos of Doug Wallbridge's 1929 J-1 Curtiss Robin, NCS34N, powered by a 17S-hp five-cylinder Wright J6-S (RS40). Doug is shown with the airplane during its run-up and taxi tests, accomplished af ter an eight-year restoration. Last flown in the early 19S0s, the air plane was part of the Clarence Ingersoll collection in Remsen, New York. Mike Connor overhauled the Wright J6-S engine, and Darren Banfield made a new cowling and fuel tanks before his un timely passing. With the excep tion of those two contributions, all the remaining work was ac complished by Doug, including a new set of wood wings, with new ribs built per a supplemen tal type certificate supplied by Lane Tufts. Doug Wallbridge is no stranger to aircraft construc tion; he has built a Starduster Too, Fly Baby, and Cassutt racer and rebuilt a cabin Waco and PT-19 . In the side photo graph, Doug is holding the in ertia starter handle, while Teddy Coughlin, Brian's S-year-old son, is by the wheel.

DICK BYLUND'S PIPER CUB

Built in 1941, this Cub last flew in 1948. When Dick Bylund of Minnetonka, Minnesota, bought the project in 1972 as a basket case, he didn't feel he had the expertise to restore the airplane, so it sat for a few years. With the help of EAA, his local EAA chapter, and Cub club members, Dick learned as much as he could and did most of the work himself, with the exception of the engine rebuild, welding, instrument repair, and painting. He did the metal work, and in the process, he up graded the J-3 from the trainer version to the sport edition and added the wheel pants, more instruments, and lights. Now flying around the Gopher State, Dick's enjoying the fruits of his labors, and he thanks the many folks who helped him along the way.

send your photos to: Vintage Aircraft Association

What Our Members

Are Rest oring

P. O. Box 3086

Oshkosh , WI 54903-3086

VINTAGE AIRPLANE

BY DOUG STEWART

Airplane single-engine sea

Our go-around pOint was still about a thousand feet in front of us, so I endeavored not to raise the nose any higher than the ever-so slightly nose-high attitude I had es tablished at about a hundred feet higher than I was now, and I kept my power set to yield about a hun dred-foot-per-minute descent rate while my airspeed stayed about 10 knots above the stall speed of the Bellanca 7GCBC I was flying. Since there was no wind, our groundspeed was virtually the same as our airspeed, and the hills on ei ther side seemed to be whizzing by. Not only were they whizzing by above me, they appeared to whiz by below as well, as the calm, glassy water of the lake underneath me re flected not only the hills beside me, but the cerulean sky above. There was no way to judge my altitude above the water so I proceeded as my instructor, Master Instructor John Morrow, sitting behind me , vociferously encouraged me to. I resisted the urge to pull on the stick into more of a flare, and within another second the floats of the Citabria touched down on the sur face of the lake, well short of my pre-chosen go-around point. Now, as I closed the throttle and pulled the stick all the way into my gut, the airplane decelerated faster than if I had been using the brakes on land . I had just completed my first glassy-water landing. I was well on my way to completing my training 28

JULY 2006

for the addition of the airplane sin gle-engine sea (ASES) rating to my pilot certificate. I have to say, I have done many things in airplanes that were totally exciting and enthralling, but this

.. . at idle power, there will be no problem in telling where the wind is coming from. In rather quick fashion, the airplane will weathervane into the wind! seaplane flying was quickly floating to the top of the list. I have wanted to add the seaplane rating to my certificate for many years. Last year my best friend made it even worse when she beat me to the punch and got her ASES rating in a PA-12 that

was very similar to the one we flew on wheels. So when I was invited to present a seminar at this year's Speculator Seaplane Fly-In, I could procrastinate no longer. I just had to get my rating . The excitement for me started with the preflight inspection. I con sider myself fairly nimble and agile for my age, but it was a challenge to walk a tightrope from one float to the other as I worked my way around the airplane that was moored to a dock in the Esopus Creek in up state New York. Not only does one have to inspect all the things that are part of a land airplane, but all the other things associated with the airplane's operation on the water as well. The flying wires that brace the floats, the cables and pulleys that connect the air rudder to the water rudders, and the cables and pulleys that lift the water rudders out of the water all have to be inspected . And then there are the floats them selves. It was a challenge not to fall into the creek as I pumped water out of each of the 10 float compart ments with the bilge pump. Preflight inspection completed, it was time to start with some of the water work. As soon as I cast off from the dock I rea lized that tran sitioning from heel brakes to toe brakes would not be a problem at all. Regardless of the location of the brake pedals in the cockpit, brakes are a nonentity in a seaplane. Once you are adrift in a seaplane

there are so many things to be aware of, and to pay attention to. Wind, cur rent, boats, Jet Skis, swimmers, logs (some partially su bmerged), rocks (some of these partially submerged as well), beavers (no alligators up h ere in New York), and more are all there to compete for your attention. And then there are the water rud

"Don't flare. don't flare ... you're pulling back on the stick .. . don't flare!" These words were reverberating through my head set loud and clear. ders. Up or down-which way should they be? I was told I am not alone, as a land pilot transitioning to sea, in forgetting to include raising or low ering the water rudders as n eed ed . They need to be down for the idle and plow taxi and up for step taxi, as well as for takeoff an d landin g. At least if you forget to lower them when on the wa ter, at idl e power, there will be no problem in telling where the wind is coming from . In

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13958 Roberto Rd, Bloomington, Il 61704 phone: 1-800-828-2043 or 1-309-827-6878 email: rtangdiv@aol.com www.engllshwheels.net rather quick fas hion , th e airplane ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ will weathervane into the wind! JOIN TODAY! The excitement continued as I 800-322-241 2 learned the three ways to taxi a float AND RECEIVE 12 ISSUES

plane on the water: idle, plow, and OF VINTA GE AIR CRAFT

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power at idle, and with th e water rudders down, it's a fairly simple job continued on page 37

VINTAGE AIRPLANE

E.E. "BUCK" HILBERT

Tool "daffynitions"

I know a bunch of you are on the Internet, since I get plenty of calls and e-mails, so a few of you have seen these tool "daffynitions" already. I wish I knew whom to credit, but I've not been able to pin down a name. Since we've been chatting about tools for the past few months, I thought you'd like to see some of these. Here we go:

more dismal your future becomes.

VISE GRIPS: Generally used af ter pliers to further round off bolt heads. If nothing else is available, they can also be used to transfer intense welding heat to the palm of your hand.

OXYACETYLENE TORCH: Used

A Glossary of Tools DRILL PRESS: A tall, upright ma chine useful for suddenly snatch ing flat metal bar stock out of your hands so that it smacks you in the chest and flings your beer across the room, splattering it against that freshly painted part you were drying.

WIRE WHEEL: Cleans paint off bolts and then throws them some where under the workbench with the speed of light. Also removes fingerprints and hard-earned guitar calluses from fingers in about the time it takes you to say "ouch ... "

ELECTRIC HAND DRILL: Nor mally used for spinning blind rivets in their holes until you die of old age.

PLIERS: Used to round off bolt

almost entirely for lighting vari ous flammable objects in your shop on fire . Also handy for ignit ing the grease inside the wheel hub you want the bearing race out of.

WHITWORTH SOCKETS: Once used for working on older British cars and motorcycles, they are now used mainly for impersonating that 9/16 or 1/2 socket you've been searching for the last 15 minutes.

HYDRAULIC FLOOR JACK: Used for lowering an automobile to the ground after you have installed your new brake shoes, trapping the jack handle firmly under the bumper.

8-FOOT LONG DOUGLAS FIR 4X4: Used for levering an auto

heads. Sometimes used in the cre ation of blood blisters.

mobile upward off of a trapped hydraulic jack handle.

HACKSAW: One of a family of cut

TWEEZERS: A tool for removing

ting tools built on the Ouija board principle. It transforms human energy into a crooked, unpredict able motion, and the more you at tempt to influence its course, the 30

JULY 2006

that snaps off in bolt holes you couldn't use anyway.

wood splinters and wire wheel wires.

E-Z OUT BOLT AND STUD EX TRACTOR: A tool 10 times harder than any known drill bit

2-TON ENGINE HOIST: A tool for testing the tensile strength on everything you forgot to discon nect.

CRAFTSMAN 1/2 X 16-INCH SCREWDRIVER: A large pry bar that inexplicably has an accurately machined screwdriver tip on the end opposite the handle.

AVIATION METAL SNIPS: See hacksaw.

TROUBLE LIGHT: The home mechanic's own tanning booth. Sometimes called a drop light, it is a good source of vitamin D, "the sunshine vitamin," which is not otherwise found under cars at night. Health benefits aside, its main purpose is to consume 40 watt light bulbs at about the same rate that lOS-mm howitzer shells might be used during, say, the first few hours of the Battle of the Bulge. More often dark than light, its name is somewhat misleading.

PHILLIPS SCREWDRIVER: Nor mally used to stab the vacuum seals under lids and for opening old-style paper-and-tin oil cans and splashing oil on your shirt, but can also be used, as the name implies, to strip out Phillips screw heads.

AIR COMPRESSOR: A machine that takes energy produced in a

coal-burning power plant 200 miles away and transforms it into compressed air that travels by hose to a Chicago pneumatic im pact wrench that grips rusty bolts that were last overtightened SO years ago by someone at Ford, and neatly rounds off their heads.

PRY BAR: A tool used to crumple the metal surrounding that clip or bracket you needed to remove in order to replace a SO-cent part.

HOSE CUTIER: A tool used to cut hoses too short.

HAMMER: Originally employed as a weapon of war, the h ammer nowadays is used as a kind of di vining rod to locate the most ex pensive parts not far from the object we are trying to hit.

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MECHANIC 'S KNIFE: Used to open and slice through the con tents of cardboard cartons deliv ered to your front door; works particularly well on contents such as seats, vinyl records, liquids in plastic bottles, collector maga zines, refund checks, and rubber or plastic parts. Especially useful for sliCing work clothes, but only while in use.

DAMMIT TOOL: Any handy tool that you grab and throw across the garage while yelling "DAMMIT" at the top of your lungs. It is also the next tool that you will need.

EXPLETIVE: A balm, also referred to as mechanic's lube, usually ap plied verbally in hindsight, which somehow eases those pains and indignities following our every de ficiency in foresight. So have you got any tools or techniques you want to know more about? Let's hear from you. Drop me a note, and it's.. . Over to you,

-:Bu.ck

IME

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SPARK PLUG ROTATION

A few maintenance tips BY STEVE BENDER

or years many of us have been taught to carefully more wear on the center electrode, while others have more remove, inspect, and clean our engine's spark plugs wear on the outer electrodes. Electrical energy to fire these before reinstalling them into the same position from plugs is provided by magnetos, and these magnetos gener which they were removed. The thinking behind this ate this electrical energy by rotating magnets within a multi was to detect potential engine problems early. While there turn wire core. To put it simply, the north and south poles is a lot to be said for this organized approach, I believe a of the magnets induce alternating positive and negative more methodical approach should electrical voltage within the wire core. be taken . By simply rotating spark EQUALIZE ELECTRODE These charges are carried to the plugs plugs during their reinstallation, by ignition leads. The first lead carries WEAR CAUSED BY TH IS we may nearly double the plug's a positive voltage to the first plug. The service life. Here's why. second lead carries a negative voltage CONSTANT FIRING Spark plug wear is caused by to the second plug. three major factors: firing polarity, This alternating positive and neg POLARITY, SIMPLY ignition lead capacitance, and lead ative voltage continues throughout ROTATE THE PLUG TO A the firing order, with the same plug salt deposits. Without getting too deeply involved, let's take a look at always receiving either a positive or POSITION FIRING WITH how each of these factors contrib negative voltage that causes greater utes to spark plug wear. THE OPPOSITE POLARITY. wear on the corresponding positive or Spark plugs are made with one negative electrode. To equalize elec center positive electrode and two or more outer negative trode wear caused by this constant firing polarity, simply ro electrodes. Careful inspection of these electrodes over the tate the plug to a position firing with the opposite polarity. service life of the spark plug will show some plugs have Swapping the plugs that have worn ground electrodes with

J U LY 2006

the plugs that have worn center electrodes does this easily. Of course, every rule of thumb has to have an exception, and for firing polarity it is the Bendix 0-2000 and 0-3000 magnetos found on a few four-cylinder engines. These mag netos always fire with the same polarity, so plug rotation will not even out electrode wear. The second major cause of spark plug wear is a direct result of using shielded spark plug leads. Using two electri cal conductors separated by electrical insulation within the shielded lead reduces aircraft radio electromagnet interfer ence. Electrical energy is carried to the spark plug by elec trically pre-charging the shielded lead, which then acts as a linear capacitor, storing almost 25 percent of the electri cal energy sent to the plug. When the plug fires, the energy stored within the lead is discharged into the spark plug. This discharge occurs across the plug's electrodes after the fuel has been ignited, thus serving no useful function, while in creasing electrode wear. The rule of thumb for ignition lead capacitance is the longer the ignition lead, the greater the capacitance energy stored within the lead, and the greater the residual spark plug electrode wear. Rotating the spark plugs to cylinders with shorter lengths of ignition leads will equalize this wear between the spark plugs. Finally, lead salt deposits formed from the burning of aviation gasoline containing lead additives cause corrosion on spark plug electrodes and shorten plug life. Rotating the plugs from the bottom cylinder position to the top cylinder position will help equalize plug wear caused by this corro sion. The use of fuel additives such as tricresyl phosphate (TCP) can also minimize both fouling due to excess lead de posits and the corrosion caused by the deposits. Here is a simple, methodical procedure for spark plug rotation that gives rotation from bottom-to-top, short-to long lead and ensures reverse plug polarity. This method will work with most horizontally opposed aircraft engines. If your engine manufacturer has a recommended plug rota tion schedule, it should be used. For a six-cylinder engine: 1T to 6B 2B to 5T 3T to 4B IB to 6T 2T to 5B 3T to 4T For a four-cylinder engine: 1T to 4B 2B to 3T IB to 4T 2T to 3B

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800-362-3490 VINTAGE AIRPLANE

H.G. FRAUTSCHY

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

ELMER "BUCK" LEIGHTON, COURTESY OF HIS GRANDSON, CHRIS STRAUSS.

THEY SHARED A COPY OF A CD OF PHOTOS WITH THE EAA LIBRARY.

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

(Back in April, after attempting to locate a past member and having been informed he'd departed our world, I wrote that Ted Businger of Evening Shade, Arkansas, was "the late Ted Businger. " I'm happy to report Ted in足 formed us he's still very much with us, and those of us who'd thought he'd passed away were very much in error. Glad you're still with us, Ted!) 34

JULY 2006

APRIL . S MYSTERY

The April Mystery Plane came to us from the collection of longtime VAA member Ted Businger of Ash Flat, Arkansas. The Roy Russell photo generated exactly one response. It came from Minneapolis, Minnesota, member Wayne Muxlow: liThe April 2006 Mystery Plane would be the Santa Ana VM-l. Built

Your One

ANSWER

in 1928 by the Santa Ana Aircraft Co., Santa Ana, California. Later evolved into the Activian. Origi足 nally powered with an 80-hp An足 zani, it was later powered by a 100-hp Kinner." Aerofiles.com and Ted's notes on the back of the photo confirm the VM-l (registered as X4564) was

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built in Santa Ana and that the manufacturing rights were later sold to Grays Harbor Airways, Grays Harbor, Washington . With a 38-foot wingspan, a length of 25 feet, and a 750-pound useful load, it's not sur足 prising the VM-l's 80-hp Anzani was replaced on the Activian by the 100-hp Kinner. ......

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VINTAGE AIRPLANE

Top Waco

continuedfrompage24

cased innocuously in an old wooden gine and propeller. It was originally tions to it, but in the sunset silhou crate. Ben Redman shared the discov equipped with a 225-hp Jacobs L-4 en ette, it's still a Waco." ery in his own words, a touch of awe gine with a fixed-pitch Curtiss Reed still in his voice: "Jeremy and I opened propeller, but today it has a new 275 Keep Her Flying! Now that Johnston's coupe top the box and took the top off- it still hp Jacobs R75-B2 from Radial Engines had that old-fashioned wood straw Ltd. in Guthrie, Oklahoma, with a Waco has made its public debut at in it-and there were brand-spanking constant-speed Hamilton Standard Sun 'n Fun in Lakeland, Florida, 2006, new, never-been-used aluminum Hill propeller to maximize its power. And where it was awarded Reserve Grand Champion, what will Aircraft Streamliner be the next leg of its wheelpants for the journey through time? YPF. They hadn't even been cut yet; they were Ben and Jeremy Red man are happy to be blanks! We didn't even optimistic about the know what to say for a answer to that ques couple of minutes. We though t, is this real? tion , since they "get very attached to these Hill was really the big airplanes we restore, fairing and streamline and the fun thing is, maker of the day, and it was just really cool to with Jerry, we don't have to worry about see them. That was the biggest score with that what is going to hap airplane. We mounted pen to the airplane. the original identifica We know it's going to tion tag on the inside Just imagine being 24 years old and having the privilege of ordering be loved and flown; it's of the left wheelpant, this biplane brand new from the factory! got a great home. And at the lower edge of he loves sharing them the transition cuff between the gear one glance inside the cockpit reveals with people." leg and wheel pant, where the owner an abundance of modern avion Wenger's answer corroborates the wanted it." ics, including a Garmin GPS/comm , brothers ' feelings . "I want my air transponder, encoder, intercom, and planes to fly," he said, and expressed Modifica tions Shadin fuel flow monitor. And lying a bit of his own personal philosophy One of the primary principles that neatly in place atop the new cream when he added, "I intend to take real Rare Aircraft advocates in its resto colored leather seats are Hooker five good care of it and take it to shows. rations is remaining as true to the point harnesses. As time goes on, I have to figure out The airframe is covered in Ceconite where I want my airplanes, and that's aircraft's original configura tion as possible, while incorporating some 102. The solid primer coat contained not easy to do. I want a big grass field, modern features that facilitate the an ultraviolet blocker so a silver coat where you can pick your own run safe and practical operation of an air wasn't required-nor was sanding, way. And I'd like to have a flying mu plane like the 1935 Waco YPF in to except for the cowling. The PPG color seum with historic gliders, biplanes, day's general aviation environment, coats were matched to the original and other aircraft, where they will thereby protecting the owner's in Berry Brothers' Bronze Plum and continue to tly. Even though you risk vestment in the project. the bright Nassau Blue. "The color is banging them up, they're still go For example, NC15700 doesn't the top finish coat-there is no clear ing. Otherwise, no one will remem have its original Hayes tires and me coat," said Jeremy Redman, adding, ber hearing the sound of an old radial chanical brakes. "But boy, do I feel "What you see is what you get out of engine, or seeing and smelling its better with those Cleveland wheels the gun, there's no buffing or rubbing smoke, and feeling it throbbing in and brakes while landing in a cross to that finish." your heart." wind, or taxiing around on a hot Ultimately, and partially in re It's just a hunch, but you can bet that day and not having the brakes get sponse to those who are restoration if Johnston were still around, she would grabby," explained Ben Redman . purists, Ben Redman declares that be very pleased indeed that her biplane There are other modifications "you could paint that airplane any has survived for 71 years and has been for the Waco YPF, including its en color you want, and make modi fica so elegantly revived. ~ 36

JULY 2006

continued from page 29

to taxi in the direction you wish. But if the wind is blowing, the wa ter rudders might not have enough force to turn the airplane from up wind to downwind. Then you use the plow taxi. But now as you add power to bring the nose up, shifting the center of buoyancy aft so that the wind can help in pushing the nos e of the airplane from upwind to downwind, you can no longer see where you are going. Plus if you stay in this attitude too long the en gine might quickly overheat. For tunately, it's not a maneuver that is used too frequently, nor for very long when you do have need to use it. The last type of taxi is the step taxi. In this maneuver you add full power after raising the water rud ders . After the nose does its sec ond rise you ease the stick forward and the airplane comes up on the step of the float. If the stick is too far forward the airplane will start to porpoise-if too far back, it won't get up on the step. Finding the "sweet spot" was not as difficult as I thought it might be, and I was soon planing along on the step. What a rush and a hoot. That is, until I had to turn, as one might have to in a confined-area takeoff. Talk about pucker factor. . .l thought I'd have to get the seat sur gically removed from my posterior. Turning during a step taxi requires a delicate balance. To begin with, it's a skidding turn. Thus the outside float is pushed down into the wa ter by centrifugal force (while you try to counter it with opposite ai leron), creating a lot of drag. You can overcome the drag with power, or by increasing the radius of the turn . But too much power and the centrifugal force might cause you to capsize. On the other hand, not enough power and you come off the step. As I said ... a delicate balance. There's more to learn on the wa ter as well-some of it chilling, if

not thrilling, especially when you end up in the Hudson River's cold water, as it was when I took my training in the middle of May. Oohn had warned me. The student gets wet before the instructor.) Beach ing, ramping, docking, mooring , and sailing were all new maneuvers that I had to learn . (The only thing that helped me here was the time I've spent on the water in a kayak. Very little help, I might add.) Of course, there's the flying to learn as well. All the different types of takeoffs and landings, includ ing normal, crosswind, rough wa ter, glassy water, confined area, and landings from a simulated power failure filled the syllabus. I espe cially liked being able to turn in the midst of my takeoff, raising one float to reduce the drag and get in the air. I also enjoyed flying traf fic patterns that were rarely higher than 500 feet above the water. But through all this fun of takeoffs and landings, one has to be ever vig ilant in ensuring that the takeoff and landing area is free of water traffic, and their ensuing wakes, as well as any flotsam and jetsam, in cluding swimmers who might im pede your progress. Adding the airplane single-engine sea rating to my certificate has cer tainly been one of the most enjoy able and refreshing things I've done in an airplane in a long, long time . I would heartily recommend that if you seek a little more excitement in your flying, to consider adding the ASES to your certificate. Guaranteed, it will add a whole new dimension to your aeronautical ex perience! I guess I now have to add blue seas to blue skies and tail winds!

Doug Stewart was the 2004 Na tional CFI of the Yea r and is a Mas ter Instructor and designated pilot examiner. He operates DSFI Inc. (www. dsflight.com), based at the Columbia County Airport (lBi). ......

continued from page 1

see this project through to comple tion. Thanks, guys! But hey, there's more fun to be had , as the annual on the C-170 ran out the other day. How did this happen? Two annu als at the same time? What fun! As soon as that's done, we need to get back to work on Neuman's Mono coupe. Whoopee! Also, I wanted to mention that we continue to hear a number of positive comments regarding the continual efforts to improve the quality of Vintage Airplane. Again, many thanks for these communica tions, as they really drive home the message that we are going down the right path in our efforts to pro vide a valued asset to the member ship. In fact, in this issue of Vintage Airplane we are rolling out a new feature I hope will put a smile on everyone's face each and every month. Be sure to check out our new Tai lwh eels cartoon featured on page (29). Please join me in wel coming VAA member Dave Brown, who is an accomplished aviation minded sketch artist. Dave truly is one of us, as he is a longtime mem ber of the Vintage Aircraft Associa tion, and he's also a member of (my hometown chapter) the Greater Fort Wayne VAA Chapter 37. I hope you find his sketches as humorous and intellectual as I have. Welcome aboard, Dave! I hope this is the be ginning of a long relationship with our magazine. Again, I hope the membership will provide us with some feedback on what you think of Dave's work. See you at Oshkosh! Let's all pull in the same direction for the good of aviation . Remember, we are better together. Join us and have it all.

VINTAGE AIRPLANE

2006

The following 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 submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the infor mation to: vintageaircraft@eaa.org. Information should be received four months prior to the event date. 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 7·9-Alliance, OH-Barber Airport (2Dl). 36th Annual Taylorcraft Fly-In. EM # 82 Breakfast Saturday & Sunday 7am-11am. Info: www.taylorcraft.org, www.barberaircraft.

com, Forrest Barber 330-823-1168 or 330 495-5447 JULY IS-Zanesville, OH-Parr 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 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/ airport/ 008 AUGUST 12-Auburn, CA-Auburn Municipal Airport (AUN). Thunder In The Sky. Info:

www.

thunderinthesky.org AUGUST 18-20-McMinnville, OR-McMinnville Airport. McMinnville Antique Fly-In. Info:

www.

nwaac.com AUGUST 18-20-Alliance, OH-Alliance-Barber Airport (2Dl). 8th Annual Ohio Aeronca Aviators Fly-In. Info: Brian Matz 216-337-5643,

bwmatzllac@yahoo.com, www.oaaf/y-in.com AUGUST 2O-Brookfield , WI-Capitol Drive Airport. EM/ VAA Chapter 11 Ice Cream Social & Lunch. Vintage Aircraft Display. Noon-5pm. BBQ Chicken Lunch Noon-2pm AUGUST 25·26-Long Island , NY-Bayport Aerodome (23N). 2nd Annual Antique Aeroplane Club Fly-In. All vintage , antique , classic airplanes and pilots welcome. For "Welcome to Bayport DVD" and Info:

Sbain@erndiaofny.com. www.AACGNY.org AUGUST 26-Niles, MI-Jerry Tyler Memorial Airport (3TR). VAA 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 In, Drive-In Breakfast. 8am-2pm with lunch items available after 11am. Info: Chuck Bruckelmeyer 740-454-7487

JULY 2006

MAJOR

FLy-INS For details on EAA Chapter fly-ins and other local aviation events, visit www.eaa.orgjevents

Northwest EAA Fly·ln

SEPTEMBER 2-Prosser, WA-EM Chapter 391 's

Arlington Municipal Airport (AWO)

23rd Annual Labor Day Weekend Prosser Fly In. Info: R.L. Shaub 509-735-7664 SEPTEMBER 2-Marion, IN-Marion Municipal

July 5-9, 2006 www.nweaa.org

Airport (MZZ). 16th Annual Fly-In CruiseIn . Features antique, classic, homebuilt, ultralight, & warbird aircraft as well as vintage cars, trucks, motorcycles, & tractors. AII-You-Can-Eat Pancake Breakfast is served. Proceeds benefiting the local High School Band. Info: Ray Johnson 765-664-2588 .

www.FlylnCruiseln.com SEPTEMBER 7·10-Greenville, ME-Greenville,

Arlington, WA

EAA AirVenture Oshkosh Wittman Regional Airport (OSH ) Oshkosh, WI

July 24-July 30, 2006 www.airventure.org

EAA Mid-Eastern Regional FIy·ln

Maine 33rd Annual International Fly-

Marion Municipal Airport (MNN) Marion,OH

In. Contests , poker runs, cruise on

August 25-27, 2006

Moosehead Lake, cookout, buffet, demonstrations, and more . Info: Darralyn Gauvin, PO Box 1289, Greenville, ME 04441 or email darralyn@ghslakers.org 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 xl06 SEPTEMBER 9-Newark , OH-Newark-Heath Airport (VTA). Annual EAA 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

trnc@alink.com SEPTEMBER 9-Maxton, NC-Laurinburg-Maxton Airport (MEB). Region 10 Ercoupe Owners Club North-South Carolina Members & Guests 3rd Annual "Spectacular September Invitational" . Hosted by John Miller & William McNeill. 10am-l0:45am Touch-Down. 11am Noon RC Demonstrations. Noon-1:15pm Lunch & Awards. 1:30pm-3pm Fly-Out to Local Grass Strip. 3pm-3:30pm Departure . Info: Buck 336-342-5629, 336-549-1936,

bandrnanl@triad.rr.com SEPTEMBER 22·23-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 3O-Hanover, IN-Lee Bottom Flying Field (641). 10th Annual Wood, Fabric, & Tailwheels Fly-In. Come see what everyone

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 Reid 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.org/events is talking about. If you love the good old says, then you'll love this event. Info: www.

LeeBottom.com SEPTEMBER 30-Topping, VA-Hummel Air Field. The 11th Annual Car & Air Event. Featuring Antique Cars & Planes. Plus Rre Apparatus, Tractors & Engines, and Arts & Crafts of all types. Info: 804-758-4330 or 804

694-5995, info@Wingsandwheel.us, www. wingsandwheels. us OCTOBER l l·IS-Tullahoma, TN-Beech Party 2006. Staggerwing/Twin Beech 18/Bonanza/ Baron/Beech owners & enthusiasts are welcome. Sponsored by the Staggerwing Museum Foundation , Staggerwing Club , Twin Beech 18 Society, Bonanza/ Baron Museum, & Travel Air Division. Info: 931-455-1794 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/airportjOLl

VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS President Geoff Rohison 1521 E. MacGregor Dr.

New Haven , IN 46 774 260-493-4724 clJie{7025@aoi.com

Secretary Steve Nesse 2009 Highl and Ave. Albert Lea, MN 56007 507-373- 1674 stlws@(/eskmedia.com

Vice-Presiden t George Daubner 2448 Lough J.ane Hartford, W I 53027 262-673-5885 vuaflyboy{!!1'11sn.com

Treas ure r Charles W, Harris 7215 East 46th SI. Tulsa, OK 74147 9 18-622-8400 cwh@'1hvsu.colll

DIRECTORS Steve Bender

Jeannie Hill

85 Brush Hill Road Sherborn, MA 01770 508-653-7557 sst IO(ii'Co mcasr.lIet

P.O. Box 328 Harvard, I L 600:n-0328 815-94 3-7205

David Bennett 375 Killdeer Ct Lincoln, CA 95648 9 16-645-8370

Esrie "Butc h" Joyce 704 N. Reg io nal Rd. Greensboro, NC 27·109 336-668-3650

{lrltiqllt'r@illreacil. cOI1l

WilldsockCPaul. [U III

John Berendt 7645 Echo Point Rd. Ca nno n Falls, MN 55009 507-263-2414 Illjbfchl!i@'rcOlI"ect.cum

Dave Clark 635 Vestal Lane Plainfi eld, IN 46 168 317-839-4500 davt'cpd@;quest.llt't

John S. Cope land 1A Deacon Street Nortllborough, MA 01532 508-393-4775 copeland l @jlUlO,com

Phil Cou lson 28415 Springbrook Dr. Lawton, Ml4906S 269-624-6490 rcou/son516(g)cs.(om

Dale A. Gustafson 7724 Shady Hills Dr.

Indianapolis, IN 46278 317 -293-4430 dalefaye(lilmsll. com

dil1gha()(gv wc.net

Steve Krog 1002 Heath er Ln. Hartford, WI 53027 262-966-7627

Membershi:R Services Directory

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

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800

Fax (920) 426-4873

Web Site: www.vintageaircraft.org and www.airventllre.org EAA and Division Membership Services 800-843-3612 .... .... FAX 920-426-676 1 (8:00 AM- 7:00 PM Monday-Friday CST) -New/ renew memberships: EAA, Divi sions (Vi ntage Aircraft Association, lA C, Warbirds), Nationa l Associa ti on of Flight Instructors (NAFI) - Address changes - Merchandise sales - Gift memberships Programs and Activities EAA AirVentu re Fax-On-Demand Directory ........................ 732-885-671 1 Auto Fuel STCs ............ 920-426-4843 Build/restore information ... 920-426-4821 Chapters: locating/organizing920-426-4876 Educati on ...... .. ... . .... 888-322-3229 - EAA Air Academy - EAA Scholarships

E-Mail: vintageaircraft@eaa.org

Flight Advisors information .. Flight Instructor information Flying Start Program ... Library Services/Research .. Medical Questions . . ..... . Techn ical Coun selors .. Young Eagles

920-426-6864 920-426-6801 920-426-6847 920-426-4848 920-426-6112 920-426-6864 877 -806-8902

Benefits AUA Vintage Insurance Plan. 800-727-3823 EAA Aircraft Insu rance Plan . 866-647-4322 Term Life and Accidental. 800-241-6103 Death Insurance (Harvey Watt & Compa ny) Editori al ................. 920-426-4825 Vintage .............. FAX 920-426-6865 - Submitting article/photo - Advertising information EAA Aviation Foundation Artifact Donations .. .. . . . . 920-426-4877 Fina ncial Support .......... 800-236-1025

s~ krog<!!'aol. fo m

Robert D. "Bob" Lumley 1265 South 124th St. Brookfielcl, WI 53005 262-782-2633 IUlnper@(JXl'Cpc.com

Gene Morris 5936 Steve Court Roanoke, TX 76262 817-49 1-9 110 gellC111orris(mc/wrter.I,et

Dean Richardson 1429 Kings Lynn Rd Stoughton , WI 53589 608-877-8485 dar(g)aprilaire.cum S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, Wj 532 13 414-771-154 5 Sllsc/llnid@1ni/lllpc.COIIl

DIRECTORS

EMERITUS

Gene Chase 2 159 Ca rlton Rd. Oshkosh, WJ 54904 920-231-5002

E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60 180 815-923-459 1

GRCHA@lcharter.llet

b711c@mC. llet

Ro nald C. fritz 15401 Sparta Ave. Kent City, MI 49330 616-678-50 12 rFritz@pa ti1l11tly"et.conl

MEMBERSHIP INFORMATION EAA

lAC

Membership in the Experimental Aircraft Association, Inc. is $40 for one year, includ ing 12 issues of SPORT AVIATION. Family membership is an additional $10 annually, Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for Foreign Postage,)

C urrent EAA members may join the International Aerobatic Club, Inc. Divi sion and receive SPORT AEROBATICS magazine fo r an additional $45 per year. EAA Membership, SPORT AEROBAT ICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included). (Add $18 for Foreign Postage.)

EAA SPORT PILOT Current EAA memb ers may add EAA SPORT PILOT magaZine for an additional $20 per year. EAA Membership and EAA SPORT PILOT magazine is available for $40 per year (SPORT AVIATION magaZine not in cluded). (Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EAA m embers may join the Vintage Aircraft Association and receive VINTAGE AIRPLANE magaZine for an ad ditional $36 per year. EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in cluded). (Add $7 for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $45 per year, EAA Membership, WARBIRDS maga zine and one yea r membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not in cluded). (Add $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions Copyright ©2006 by the EAA Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Avialion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POST MASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6.15, e-mail: cpcrelums@wdsmail.com. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail. ADVERTIS ING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the cootributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permiSSion of the Experimental Aircraft Association , Inc. is strictly prohibited.

VINTAGE AIRPLANE

Something to buy , sell , or trade? Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (Le., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (c1assads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshirts.com 1-800-645-7739 Flying wires available. 1994 pricing. Visit www.flyingwires.com or call 800-517-9278. THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com A Website with the Pilot in Mind (and those who love airplanes) Warner engines. Two 165s, one fresh O.H. , one low time on Fairch ild 24 mount with all accessories. Also Helton Lark and Aeronca C-3 project. Find my name and address in the Officers and Directors listing and call evenings. E. E. "Buck" Hilbert.

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

Wayne Forshey 740-472-1481

Ohio - statewide.

BABBITT BEARING SERVICE - rod bearings , main bearings , bush i ngs , master rods , valves, piston rings. Call us Toll Free 1-800 233-6934 , e-mail ramremfg @aol. com Website www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST. , SPOKANE, WA 99202 KNOW ANYONE WHO'S

INTO PLANES?

Distinctive Greeting Card Sets Boxed for Gifts

BIRTHDAYS - FATHER'S DAY HOLIDAYS - NOTE CARDS

Artistically Rendered Antique Aircraft

12 cards per set (4 1/4" by 5 1/2" ) blank inside - $15

www.ClassyWings.com

WHAT OUR MEMBERS ARE RESTORING

LET BRENCO HELP YOU GET YOUR IA CERTIFICATE-Brenco has a 25 year history of train ing A&P's to obtain their Inspection Authorization. Cou rses are offered every year in Battle Creek MI , Columbus OH , Kenosha WI and Rockford IL. Call 1-800-584-1392 for additional information

A+P Mechanic with Machining and Fabrication experience, has t ime and shop space available for your project or restoration. Waukesha, Wisconsin . Email Sportbuilder@ yahoo . com w i th details and questions.

CUSTOM PRINTED T-SHIRTS for your flying club, flight shop, museum. Free samples. Call 1-800-645-7739 or 1 828-654-9711

( SEE PAGE 26 ) For many years, we ran a regular monthly feature called "What Our Members Are Restoring". Over the past couple of years, the number of submissions for that feature has dwindled to a trickle, and we'd like you to help us give it a boost. In the distant past, each new and renewing member of EAA and VAA received an "activity card" that gave the member the opportunity to tell headquarters what airplanes they were working on. Since that card is no longer part of a new-member packet, we have no way of knowing what you're up to, so here's our request. Are you nearing completion of a restoration? Or is it done and you're busy flying and showing it off? If so, we'd like to hear from you. Send us a 4-by-6-inch print from a commercial source Ino home printers, please-those prints just don't scan well) or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixel lor higher) digital camera is fine. You can burn photos to a CD, or if you're on a high-speed Internet connection, you can e-mail them along with a text-only or Word document describing your airplane. (If your e-mail program asks if you'd like to make the photos smaller, say no.) For more tips on creating photos we can publish, visit VAA's website at www.vintageaircraft.org. Check the News page for a hyperlink to Want To Send Us A Photograph? For more information, you can also e-mail us at vintageaircraft@eaa.orgor call us at 920-426-4825. 40

JULY 200 6