VA-Vol-36-No-6-June-2008 by EAA Vintage Aircraft Association

GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATON

Keeping ahead of the government

It is difficult for me to believe that it's June already. A lot has been going on in Oshkosh since I last spoke with you in the May Straight & Level. We held our spring Vintage Aircraft Associ ation board of directors meetings in late April, and all went well in conducting our routine business of the association. The week was a difficult one for all of us when just days before we learned of the sad news regarding the deathof one of our most distinguished board members, Dean Richardson. Dean served as the chairman of the Classic Aircraft Judging Committee at Osh kosh for many years. Dean also served as our chief judge of the Vintage Air craft Association, and served honor ably and with great distinction on EM's Judging Committee in Oshkosh. Dean was the commensurate pro fessional. He always offered up a real touch of class by professionally en gaging himself in the "business" of the association. It is this involve ment from Dean that will be dearly missed. When I attended the services for Dean, I was not surprised to learn just how deeply he was involved in his community. We intend to keep the memory of Dean in our hearts for many years to come. We as owners of old flying ma chines continue to face many new challenges. One of the latest issues that seemingly worsens over time is the ability to find auto gas with out ethanol additives. Thanks to a heads-up from member Roger Dun ham, a longtime EAAer, we recently heard of this growing concern in the northwest region of this country, in cluding Washington state and Idaho, which have enacted legislation that

has seemingly eliminated any oppor tunity to locally purchase ethanol free auto fuel. There are a number of antique aircraft owners who live in the Northwest who apparently can no longer fly their aircraft simply be cause of the lack of fuel. This of course is nothing short of catastrophic to our movement. It affects owners who make a living with their aircraft, as well as those of us who enjoy flight as an avocation. Be assured that our many soldiers in the industry and reg ulatory affairs department at EAA, in conjunction with support from your Vintage Aircraft Association, will con tinue the battle and engage ourselves on the front lines of this important issue. The time has come that we need to engage ourselves wherever and whenever the necessity arises to get this issue addressed in a fashion that is fair and equitable for all con stituents. EM/VAA need to continue to communicate our position at ev ery level of government and industry to provide resolution to this critical threat to our way of life and leisure. Our leadership inside the beltway of the District of Columbia contin ues to debate the proper approach to funding the FAA for the future. Just when it appeared that user fees may have become a dead issue, Congress tumbled and yet again implemented delay tactics that continue to leave general aviation in a serious state of limbo. The good news is that no new fees that will impact our type of flying are yet to be implemented. The bad news is that due to the lack of a real resolution to the funding issues, the government's leadership continues to threaten the level of airport improve

ment funding that will be available to our local airfields. This Band-Aid ap proach is likely to continue until the leadership sees fit to do the right thing and end the debate. When this issue of Vintage Airplane hits your mailbox, we will be down to SO-some days before AirVenture Oshkosh. It's still not too late to begin your planning to attend the World's Greatest Aviation Celebration. Where else in the world can you find so much aviation innovation right at your fingertips? Start your planning by visiting www.AirVenture.org. The sights and sounds of this event will mesmerize all in attendance. If you have never attended, it is difficult to describe what happens at AirVen ture each year. It is where everybody engaged in aviation worldwide wants to be in July of each year. You have to see it to believe it. You've got to be there. If you haven't already viewed the Oshkosh: The Spirit of Aviation video presentation recently released by the EAA, go to www.AirVenture. org/2008/news/080214_video.html. This video does an excellent job of describing our excitement about this unique event. EAA AirVenture Osh kosh 2008, the World's Greatest Avia tion Celebration, is July 28 through August 3, 2008. Please do us all the favor of invit ing a friend to join the VM, and help keep us the strong association we have all enjoyed for so many years now. VAA is about participation: Be a member! Be a volunteer! Be there!

VOL. 36, NO.6

2008

J U N E

CONTENTS

IFe

Straight & Level Keeping ahead of the government by Geoff Robison

News

2008 Sun In Fun Fly-In Awards

Sun In Fun 2008 Rising to the challenge by H.G. Frautschy

Flying the Firecracker Cross-country in a closed-course racer by Pat Halloran

A Family Heirloom Finds a New Home The Meredith family by Budd Davisson

KZ II Kupe A Danish delight by Norm Petersen

Light Plane Heritage Hey, Mister, Your Prop's Broken! The history and theory of the Everel prop by Bob Whittier

The Vintage Instructor Quit Stallin' by Doug Stewart

Mystery Plane by H.G. Frautschy

Classified Ads

Calendar

COVERS

FRONT COVER: Proof once again that in the years before Technicolor movies, the world was not actually black and white, but filled with bright colors and spectacular color schemes that caught the eye of the public. This is the Meredith family's Waco UEC, now a part of the EM collection in Oshkosh, Wisconsin. See the article on this family heirloom starting on page 18. EM photo by Jim Koepnick. BACK COVER: Sarah Wilson's PT·17 Boeing Stearman flies in the early morning sunshine, well above the rippled water of one of the many lakes in central Florida. Despite crummy weather just prior to the six.<Jay·long event, the Sun 'n Fun Fly·ln at Lakeland. Florida came off thanks to the concentrated efforts of its many volunteers . Read more about it in the article beginning on page 6. EM photo by Jim Koepnick.

STAFF

EAA Publisher Director of EAA Publications Executive Director/Editor EAA Art Director Executive Assistant News Editor Photography Advertising Coordinator Classified Ad Coordinator Copy Editor Director of Advertising

Tom Poberezny David Hipschman H.G. Frautschy Olivia P. Trabbold Jillian Rooker Ric Reynolds Jim Koepnick Bonnie Kratz Sue Anderson Daphene VanHullum Colleen Walsh Katrina Bradshaw

Display Advertising Representatives: Northeast and Southeast: Chester Baumgartner Phone 727·532·4640, FAX 727·532·4630, e·mail: cbaulIl///@mindsprillg.com Central: Gary Worden Phone 800·444·9932, FAX 816·741·6458, e·mail: gary.wordell@Spc·mag.com Mountain & Pacific: John Gibson Phone 916·784·9593, e·mail: jOl1IIgibsoll@Spc·lIlag.com Europe: Willi Tacke Phone +498969340213, FAX +498969340214, e·mail: willi@{lying·pages.com

VINTAGE AIRPLANE

FAA Reauthorization: White House Threatens Veto, Bill Stalled in Senate Just when it seemed the FAA Re authorization legislation (HR 2881) was coming together-without user fees-White House officials threat ened a presidential veto if user fees were left out. A "Statement of Administration Policy" issued by the Bush Admin istration on April 29, states, "If the President is presented with a bill that ... excludes the critical reforms pro posed by the Administration . . . his senior advisors would recommend that he veto it." On May 6, the Senate failed to act on HR 2881, despite a compromise reached between the Senate Finance and Commerce committees, thereby forcing the FAA to continue operat ing on a continuing resolution that will expire on June 30, 2008. That compromise eliminated the admin istration's proposed $25 user fee for instrument flight rules (IFR) flights that caused widespread opposition in the general aviation community. The compromise also reportedly would maintain excise taxes for fund ing the FAA and the aviation trust fund , with an increase in general aviation jet fuel taxes from 21.8 cents per gallon to 36 cents but no increase in the avgas (l00LL) tax. "This could mean extended and protracted con tinuing resolutions, leaving unre solved the questions of user fees and how the FAA will be funded and air traffic control modernization pro grams. This also continues to jeop ardize airport improvement funds and other programs vital for general aviation and the entire aviation in dustry," said Doug Macnair, EAA vice president of government relations.

Proposed Sport Pilot Rule 'Fixes' Scrutinized EAA and its members have exam ined the FAA's sport pilot rule "fixes" outlined in its notice of proposed rulemaking (NPRM) issued in mid 2

JUNE 2008

April, and the conclusion has been largely favorable . "We've received a steady stream of correspondence from EAA members asking ques tions and sharing thoughts about the proposed rule revisions," said Earl Lawrence, EAA vice president of industry and regulatory affairs. "The feedback has been generally agreeable, with the recognition that the collective revisions aim to better align the sport pilot and light-sport aircraft regulations with traditional pilot certificates and ratings." For a complete listing of pro posed changes, visit www.EAA.org/ news/2008/2008-04-24Jevisions.asp. EAA members are encouraged to submit comments to the FAA, copy ing EAA as well. Send copies to govt@eaa.org. To submit comments to the FAA, visit www.Regulations.gov and enter Document ID FAA-2007 29015-0001. Deadline for submis sion is August 13, 2008.

Third EAA Chapter Leaders Academy Held More than two dozen EAAers from throughout North America were in Oshkosh in mid-April for the third EAA Chapter Leaders Academy. Participants discussed a wide range of chapter-centered topiCS, including recruitment, programs, and fundrais ing, and conducted focus group ses sions regarding chapter websites and EAA's new student membership. The feedback was overwhelmingly posi tive, with participants highly recom mending others in their chapters attend future sessions. "Chapter leaders learn from one another and also from EAA staff," said Adam Smith, vice president of membership. "But it's also a great opportunity for the EAA staff to learn about what's going on in the field, to keep our minds fresh and understanding of what the real is sues are at the chapter level." The next academy is scheduled for September 19-21, 2008, with ad ditional sessions planned for early

2009. Chapter leaders interested in attending a future academy should contact the EAA chapter office at chapters@eaa.org.

EAA AirVenture Oshkosh:

An Annual Aviation Homecoming

Aviation enthusiasts from more than 60 nations are preparing to come home next month ... home to the annual family reunion that is the 56th EAA AirVenture Oshkosh. "Like every year, the excitement is building as we prepare to welcome the world to Oshkosh once again," said Tom Poberezny, EAA president. Among the confirmed highlights for AirVenture 2008, July 28-August 3: • More than 2,500 show planes-from vintage models to ultralights-including nearly 1,000 homebuilt aircraft. . The F-22 Raptors and the Good year blimp return. • Rocket Racing League exhibi tion races as well as the Nemesis NXT "Speed Blast" world-record attempt. • Warbirds in Review programs, with historic aircraft and personali ties, pyrotechniCS, and fly-bys . • NASA's 50th anniversary with aircraft on display and special pre sentations. • The newest innovations from more than 800 exhibitors. Learn more about EAA AirVenture Oshkosh 2008 at www.AirVenture.org.

FBOs Provide Fuel Discounts for Oshkosh Travelers Fixed-base operators (FBOs) in 21 different states are ready to wel come pilots and aircraft flying to and from EAA AirVenture Oshkosh, with many offering discounts on fuel prices. Many of these FBOs also offer free overnight camping, wireless Internet access, snacks, and/or courtesy ve hicles. Incorporate these FBOs into your flight plan by checking the cur rent list at www.AirVenture.org/2008/ flying/alternate_airports.html. If you own or operate an FBO and wish

to participate in this program, send your information and special offers to Webmaster@EAA.org.

Get Your 2008 EAA AirVenture NOTAM The EAA AirVenture Oshkosh 2008 Notice To Airmen (NOTAM) is required reading and an important part of your preflight preparation. The NOTAM outlines all arrival/de parture procedures, radio frequencies, Wittman Regional Airport details, and much more. There are updates in nearly every area to enhance safety, effiCiency, and convenience. You can download the NOTAM from the EAA AirVenture website at www.AirVenture.org/2008/flying/2008_ notam.pdf Special flight procedures are in effect for Wittman Regional Airport and alternate airports from 6 a.m. CDT on Friday, July 25, to 11:59 p.m. CDT on Sunday, August 3, 2008. EAA AirVenture Oshkosh runs from July 28-August 3. For a copy of the printed booklet, call 800-564-6322.

One-of-a-Kind Restored Boeing 40 Flying to AirVenture Addison Pemberton's restored Boe ing 40C, created from the ruins of an airplane lost in an accident 80 years ago, will be on display at AirVenture 2008. Pemberton, EAA 154948, Spo kane, Washington, resurrected the air plane using parts from the original as well as another 40C from Alaska. Look for the airplane in the Vintage aircraft parking area across from the Vintage Aircraft Association's Red Barn. The Boeing Model 40 was a state of-the-art aircraft when it debuted in the 1920s and helped establish com mercial aviation in North America. It was originally designed to be an air mail carrier and was later converted to passenger use. A total of 54 Boeing 40Cs were built in 1928-1929. Read more about the airplane in the April 2008 edition of EAA Sport Aviation, or www.EAA.org/sportaviation /2008/april/0804_boeing40C.pdf.

FAA Issues Final AD for Taylorcraft Strut Attach Fitting The FAA has issued the final ver

sion of an airworthiness directive (AD) concerning the lower wing strut attach fitting (part number A-All) for Taylorcraft A, B, and F series air planes. The AD, number 2008-09-18, finalizes proposed FAA AD 2008 0177, calling for a one-time inspec tion of the attach fitting for aircraft based on land, and a repetitive in spection for seaplanes and those aircraft equipped with skis. The effec tive date of the AD is June 6, 2008. The AD is the result of an inves tigation into the cause of the fatal crash last August of a float-equipped Taylorcraft BF-12-65. The FAA states in its findings that the aircraft suf fered a corrosion-related failure of the lower wing strut attach fitting. In their comments to the FAA con cerning the proposed AD, EAA and its Vintage Aircraft Association, and four other commenters, pOinted out that the Taylorcraft fuselage structure is composed of welded steel tubing and flat plate fittings. That type of structure is well within the scope of repair practice for an airframe and powerplant (A&P) mechanic experi enced in maintaining aircraft of that vintage. EAA and VAA commented that it is reasonable to expect an experienced mechanic to have suf ficient information and means avail able to rebuild the fitting area with guidance from AC 43.13-1B. In the final rule, the FAA agreed that repair of the Taylorcraft fuselage welded structure is within the scope of repair criteria and guidance pro vided in AC 43.13-1B. As a result, the FAA added language in paragraph (e) (3) of the AD to allow for repair of the attach fitting and the associated fuselage structure in accordance with AC 43.13-1B. AD 2008-09-18 can be down loaded from the FAA website at www. faa.gov. Click on the Airworthiness Directives link on the right side of the web page. Taylorcraft Service Bul letin 2007-002 cited in the AD can be downloaded at www.Taylorcraft.com. This AD is in addition to the pre viously issued AD concerning Tay lorcraft wing lift struts. That AD, reissued on March 28, 2008, as AD

Upcoming Major Ay-Ins

Golden West Regional Fly-In Yuba County Airport (Myv), Marysville, California June 6-8, 2008 www.GoldenWestFlyln.org Virginia Regional Fly-In Suffolk Executive Airport (SFQ), Suffolk, Virginia June 14-15, 2008 www. VAEAA.org Arlington Northwest Fly-In Arlington Municipal Airport (AWO), Arlington, Washington July 9-13, 2008 www.NWEAA.org EAA AirVenture Oshkosh Wittman Regional Airport (OSH), Oshkosh, Wisconsin July 28-August 3, 2008 www.AirVenture.org Mid-Eastern Regional Fly-In Mansfield Lahm Regional Airport (MFD), Mansfield, Ohio

TBD www.MERFI.info Southeast Regional Fly-In Middleton Field Airport (GZH), Evergreen, Alabama

TBD www.SERFI.org Rocky Mountain Regional Fly-In (New Date) Front Range Airport (FTG), Denver (Watkins), Colorado September 19-21, 2008 Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ), Casa Grande, Arizona October 23-26, 2008 www.Copperstate.org U.S. Sport Aviation Expo Sebring Regional Airport (SEF), Sebring, Florida January 22-25, 2009 www.Sport-Aviation-Expo.com Aero Friedrichshafen Messe Friedrichshafen (EDNy), Friedrichshafen, Germany April 2-5, 2009 www.Aero-Friedrichshafen.comlhtmllen Sun 'n Fun Fly-In Lakeland Linder Regional Airport (LAL), Lakeland, Florida April 21-26, 2009 www.Sun-N-Fun.org

For details on EAA chapter fly-ins and other local aviation events, visit www.EAA.org/calendar. VINTAGE AIRPLANE

2008-4-09, removed the eddy current inspection process and added a ra diographic inspection method, with modifications to the inspection in terval as a result of those changes.

New Arctic and Interstate Type Club The Arctic & Interstate League (TAIL) dropped us a note telling us it is up and running, and looking for members. It looks forward to bring ing together owners, pilots, mechan ics, factory personnel, historians, and interested enthusiasts. Its goals are: 1. An aircraft locator that has a picture of each airplane or project with the most updated contact infor mation for the owners (more up to date than the FAA database). 2. A repository for blueprints and technical data on the airplanes that can be shared by the membership. 3. A listing of FAA Form 337s for major repairs and major alterations on the airplanes to be used by the membership as a basis for obtaining future field approvals. 4. A parts locator service-wants and disposals for Interstate/Arctic parts and/or services. 5. Any historical data or stories about Interstate airplanes, pilots, builders, and mechanics to preserve the history for future generations. It will initially support its efforts with T-shirt sales, and to keep costs down and avoid charging dues, it'll send a quarterly newsletter via the Internet. For further information or input, attend the first membership meeting; time and place to be posted in the VAA Type Club tent during EAA AirVenture at the TAIL table. To become a member, contact ei ther Steve or Wayne with your e-mail address, phone number, and mailing address: Steve Dawson, cadet@century tel.net or 262-642-3649 (for T-shirts also), or Wayne Forshey, WA.Forshey@ sbcglobal.net or 740-472-1481.

Dean Richardson 1943-2008 VAA director and volunteer Dean Richardson, 64, died April 20, after a courageous battle with cancer. Ap pointed an advisor to the division 4

J U NE 2008

Dean Richardson

Dennis R. Trone

after serving a number of years as a volunteer in classic judging, Dean was elected to the board as a director in 1994, and he lent his expertise in a variety of positions and served as the chairman of the VAA Past Grand Champion Reunion for eight years. At Dean's memorial service, his daughter, Erin, reminded us of Dean's love for "anything with spark plugs." His last airplane project was one of those "oh, wow" airplanes. Already a good airplane when he bought it, Dean's eye for the de tails that mattered made that 1966 Cessna 180 the best of the bunch. Dean's contributions to the board went well beyond his judging ex pertise. Dean's professional career spanned 47 years at Research Prod ucts Corporation (you know it best as the maker of the Aprilaire series of home heating and cooling system products) in Madison, Wisconsin, serving as its vice president of man ufacturing for nearly 20 years. Dean served as a mentor to both fellow employees and to those who sought his gUidance thanks to his volun teer activities with both the VAA and service organizations, including Big Brothers of America, the Ameri can Cancer Society, and the Rotary Club in the local Madison area. Our condolences to his wife of 43 years, Wendie, and their children, Stewart and Erin, Dean's sister, Nancy, his 95-year-old mother, Frances, as well as to Dean's many friends.

EAA 584, VAA 9214 Raised in Rushville, Illinois, Denny Trone graduated from the United States Naval Academy in 1954, and he married Elizabeth Fi ala that same year. He later gradu ated from the Naval Postgraduate School and spent a total of nine years as a naval officer. Denny and his younger brother and best friend, Robert (Moon), bought a half-interest in the Dubuque Boat and Boiler Company. Over a 10-year period, many boats were built, includ ing the riverboat Talisman and steamboat Julia Belle Swain. After the excursion boat Twilight was built, the business was moved to Galena, Illinois. In 2006, Denny sold his riverboat business and intended to retire so he could de vote more time to his enjoyment of antique aircraft. Denny's collection of antique airplane engines and aircraft was admired by those who visited his hangars in Brodhead, Wisconsin, and his enjoyment of such rare aircraft his Hisso-powered Travel Air, Thunderbird biplane, and lightplanes, including the lin coln Sport. Our condolences to his wife, Elisabeth (Libby), son, Robert, and daughters, Lisa and Amanda, as well as his many friends in avi ation and on the river. .....

Dennis R. Trone 1930-2008

2008 Sun 'n Fun Fly-In Awards

ANTIQUE (Before Aug. 31, 1945) Best Cabin Antique 1938 Beech F17B Staggerwing, N49301 David Keith, Ocala, Florida

Outstanding Classic Aircraft 1946 Globe Swift, N3729K Steven Roth , Madison, Virginia

Best Silver Age 1929 Curtiss Robin , N781M Richard Epton, Brooks, Georgia

Outstanding Classic Aircraft 1948 Cessna 195, N195KR Richard Kizer, Grottoes, Virginia

Outstanding Transport Category 1936 Lockheed 12A, N2072 Joseph Shepherd, Fayetteville, Georgia

Outstanding Classic Aircraft 1948 Cessna 170 , N4252V Danie l Wood, Newm an , Georgia

Best Custom Built 1940 Waco UPF-7, N29909 Hobby Hill Aviation, Weirsdale , Florida

CONTEM PORARY (Jan. 1, 1956, to Dec. 31, 1970) Best Contemporary 1956 Meyers 145, N34379 Janeen and Dennis Kochan , Winter Haven, Florida

Outstanding Custom Built 1943 L-5 Stinson, N5015N Vincent Grosso, Oak Hill, Florida

Outstanding in Type 1962 Saab 9 1D, N91SB Lars De Jounge, Vero Beach, Fl orida

CLASSIC (Sept. 1 , 1945, to Dec. 31, 1955) Grand Champion 1952 Cessna 195, N1571D Stan Sweikar, Dameron , Maryland

Outstanding in Type 1960 Cessna 172A, N7502T Chip Davis, Apex, North Carolina

Best Custom Classic over 165 hp 1947 Cessna 195, N4395N Calvin & Valerie Arter, Mulberry, Florida

Outstanding in Type 1960 Piper Comanche 250 , N6455P W. Lee Hussey II, Martinsvill e, Vi rgi nia

Best Custom Classic 0-100 hp 1949 Cessna 140A, N9489A Janeen and Dennis Kochan, Winter Haven, Fl orida

Best Custom 1957 Cessna 172, N8377B Bob Schaeffer, Tyron, North Carolina

Best Restored Classic over 165 hp 1952 Beech Bonanza, N5050X Doug Grevatt, Danbury, Connecticut

Outstanding Aircraft 1967 Pi per Comanche 260B , C-GALC Boris Ganchev, Calgary, Al berta Canada

Best Restored Classic 0-100 hp 1946 Piper J-3 , N70452 Pat and Barbara Phillips, Apopka, Florida

Outstanding Aircraft 1961 Piper PA-22-108, N4542Z Marcus Waters, Warner Robbins, Georgia

Best Restored Classic 101-165 hp 1948 Stinson 108-3, NC6364M Richard Preiser, Delray Beach, Florida

SEAPLANE Best Amphibian Metal 1946 Widgeon G-44A, N86600 Perry Melvin , Warners Robbins, Georgia VINTA GE AIRPLANE

he demanding weather conditions that greeted volunteers and attendees for the 2008 ed ition of the Sun 'n Fun Fly-In at Lakeland, Florida, were cer足 tainly the most challenging in recent memory, and I'm sure it won 't surprise you to learn that the volunteers who were responsible for aircraft parking rose to the challenge and adjusted . They parked airplanes where it was dry, and constantly monitored the field so they could open up parking as soon as possible . By Wednesday, the day after the start of t he fly-in, Phil Riter and his fellow vo lunteers had begun to "reclaim real estate" as he put it and were even足 tually able to park airplanes in the majority of t he regular Vintage parking area. Our hats are off to each and everyone of you who pitched in t o help! The weather in the southeastern United States notwithstanding, a number of really great vintage airplanes were flown to Sun 'n Fun by t heir pilot; owners. Here are a few of them.

JUNE 2008

Now a part of the Sun 'n Fun museum, this 1941 Porterfield FP-65 was placed on display in the Vintage parking area. Most Porterfield 65 models were used in the Civilian Pilot Training Program just before and during the World War II.

The rains of the previous week made it impossible for the Sun 'n Fun volunteers to cut the grass, and the 4-1/2 inches of rain on Sunday night made the grounds so soggy, airplanes couldn't be taxied over the sodden turf.

Flightline Operations Co足 chairman Don McLendon drives a huge roller over the Vintage parking area to smooth out the field in preparation for park足 ing more airplanes_ Upper right: Who would like a little ice cream to go with your Florida fly-in? Mike Starnes of Kissimmee, Florida, drives this vintage 1949 Cushman ice cream cooler on the Sun 'n Fun grounds and hand scoops ice cream into waffle cones_ Yum! Right: The western portion of the Vintage parking area was unusable at the beginning of the week. Thanks to the outstanding efforts of the vol足 unteers, as the week progressed, this sign was no longer necessary. VINTAGE AIRPLANE

Left: Willie Ropp's prewar Aeronca Chief on Edo floats was flown for many years on Michigan's Drum足 mond Island; recently restored , it now makes its home in Florida. Below: The sparkling interior of Willie's prewar Chief.

PHOTOS H.G. FRAUTSCHY

The Larson family stands next to its one-of-a-kind Cessna Airmaster mounted on Wipline amphibious floats. From left to right, fa足 ther Brad Larson, son Glenn Larson, and his wife, Lisa. Standing next to her mom and dad in the water is kin足 dergartener Lisa Larson.

JUNE 2008

The Sun 'n Fun grounds on Friday, April 11. PHOTOS H.G. FRAUTSCHY

VINTAGE AIRPLANE

The 1947 Piper PA-ll of Island Seaplanes in .r,~~;,~"~ Crescent City, Florida, sits with its floats resting on the sandy shore of Lake Agnes, ad足 jacent to Fantasy of Flight.

PHOTOS H.G. FRAUTSCHY

Above: The interior of the J-4E is stock, right up to the vertical float足 type fuel gauge sticking out from the top of the glare shield.

Rob Flannery and Annie Martin flew Robb's Luscombe 8E down from chilly Wausau, Wisconsin. Rob's Luscombe was completely rebuilt after a crash in 2000.

10 JUNE 2008

Above: Willie Ropp's Curtiss-Wright Travel Air biplane (winner of last . year's Best Aoatplane-Fabric sea足 plane award) is pulled tails-up to the shoreline with the Larson family's Cessna Airmaster, which is mounted on amphibious Wipline floats.

This fine-looking 1959 Cessna 150 has been converted to a tailwheel airplane. When converted, it seems easier to see the Cessna 140 heri足 tage the 150 shares. George Jones of Princeton, Kentucky, owns 93E.

PHOTOS H.G. FRAUTSCHY

Barbara Pierce and her husband, Gilbert, pause for a moment in front of their 1949 Piper PA-16 Clipper, the Red Lady. The four足 place short-wing Piper was derived from the PA-15 Vagabond. VINTAGE AIRPLANE

Tim Kirby of Ocala, Florida, is the pilot;owner of this award足 winning Boeing-Stearman N2S-3. It was the Grand Champion Antique in 2001.

The immaculate engine compartment of Tim Kirby's Stearman.

Left: Julian Macqueen's 1943 Grumman G-44 is a sharp-looking McDermott conversion to a pair of 265-hp Continental 10-470 engines. The airframe was restored in the United King足 dom, with the finish work completed in the United States. Julian bases the Grumman in Pensacola, Florida.

12 JUNE 2008

The winner of an Outstanding Classic Aircraft award was this highly polished 1948 Cessna 170. Dan Wood is the hardworking owner/ pilot of 52V.

PHOTOS H.G. FRAUTSCHY

Dennis and Janeen Kochan were double award winners this year, taking home a Best Custom Classic award for their 1949 Cessna 140A and the Best Contemporary trophy for their Meyers 145.

VINTAGE AIRPLANE

Above: The Best Cabin Antique award winner at Sun 'n Fun 2008 was this 1938 Beechcraft F17B Staggerwing. David Keith from Ocala, Florida, is the proud owner. Left: The interior of David's F17B Staggerwing.

PHOTOS H.G. FRAUTSCHY

14 JUNE 2008

Gen. Pat Halloran taxis in with the replica Keith Rider R-4 Schoenfeldt Firecracker at the end of his long cross-country from EAA headquarters in Oshkosh.

Flying the Firecracker

Gross-country in a c l os~d-co urs~ rac~r BY PAT HALLORAN

ast summer a newly built replica of a 1930s air racer made an appear ance at the annual Osh kosh air show. It was called the Schoenfeldt Firecracker; the original had been a famous winner in a series of National Air Race contests. It was flown by a young Tony LeVier, later to become one of Lockheed's most famous test pilots. The replica is owned by Tom Wathen, who also owns Fla bob Airport in California. Tom likes to build replicas of the golden age of air-racing machines, and this was his latest selection. He had asked me to oversee the proj ect, and I took it to my home in Colorado Springs, where I had it built by Bruce and Evan McCombs, a gifted father-and-son team who do beautiful restoration work. The original plane had a high-powered Super Buccaneer Menasco engine,

but they are rare, so we used com ponents from three inverted Ranger 200-hp engines to build up a beau tiful and superbly running engine. Tony had flown the original to 300 mph, and I've had the replica close to 200 mph. I cruise the plane at about 175 mph true airspeed and it burns 9-10 gallons per hour. We have 40 gallons of gas, so it has rea sonable cross-country capability. Three hours in that tiny cockpit was about all I could handle! A word on how this plane flies. It has a very small tail and is as dy namically unstable as anything I've ever flown. (This from a man who has considerable time in very high performance jet aircraft, including the SR-71 and U-2.-Editor) It wants to go all sorts of places that I object to. The cockpit is cramped, uncomfort able, noisy, and cold. You never let go of the stick, and you are also ap plying constant rudder corrections

in an attempt to keep the ball some place near the center. Any distrac tion in the cockpit, such as folding a map or making frequency changes in the radio (of course, it's on the floor), is cause for great excitement. At the conclusion of EAA Air Venture Oshkosh I decided to leave the plane there and then to fly it to the Sun 'n Fun Fly-In at Lakeland, Florida, in the spring. At the end of March 2008 I proceeded to Osh kosh, where I prepared the plane for this extended flight. After a four-day delay for weather, I headed south for a test leg to Terra Haute, Indiana. All went well, so the next leg took me to Tullahoma, Tennes see, where weather forced an addi tional three-day delay. That wasn't all bad, though. The delay gave me my first opportunity to visit the fantastic Beechcraft Heritage Mu seum on the south end of the air port. It also just happened that the V I NTAGE AIRPLANE

The Firecracker provides a nice centerpiece for the Friday night Florida Sport Aviation Antique and Classic Association (FSAACA) dinner. Held just prior to the night air show, there's always a nice turnout for the dinner.

fixed-base operator at Tullahoma was a classmate of mine from Avia tion Cadet Class 50-E from my days in the Air Force. The next leg took me to Eufaula, Alabama, and weather again forced an overnight stay. This happened to be the home of one of my early U-2/SR-71 pilot buddies, so an other free bed and breakfast were offered to me. The next morning I was able to finally head out on the last leg to Lakeland, but thunder storms in northern Florida required climbing the little racer to 11,000 feet to get around some of the fast bu ilding storms. Too much rain just before the fly-in had soaked the grounds, closing off entire ar eas for parking on Monday. When I arrived at about 2:00 in the after noon I found myself making the controlled entry procedures all by myself. They even let me land on the main (read: wide) runway, as visibility from this little machine is really, really bad . After an eight-day stay at Lake land, where I enjoyed the company of Ron Alexander and the Poly Fiber gang from Flabob, I headed o ut to California on what would be th e final cross-coun try test for both man and machine. After all, when Tony was flying the original, it was trailered be tween races and had flown only 16 J UN E 2008

the conventional "go fast , turn left" patterns involved in closed course racing. Anyway, I headed for Apalachicola, Florida, for my first stop and spent the night with an old U-2 buddy, the guy who dis-

It has a v~ry small tail and is as dynamically unstabl~ as anything I'v~ ~v~r flown. -Pat Halloran covered the missiles in Cuba. From there I headed for Hattiesburg, Mis sissippi, but I had to make a diver sionary landing at Mobile when a minor emergency developed. That was the place of highest gas prices: $5 .57 a gallon! After some correc tive maintenance I headed for Col lege Station, Texas, and a hotel. The next leg took me to Fort Stock ton for fuel and then on to Santa

Theresa Airport in New Mexico, just west of El Paso, Texas. This was the worst leg of the whole flight , as turbulence was extreme at every flight level, and small, light planes aren't much fun in such condi tions. It was also the location of the toughest landing, as winds were 30 knots, gusts to 45, at 30 degrees to the runway. It's the gusts that get you in a light plane! The next day I flew a comfortable flight to Tuc son, where I spent the night with myoId SR-71 instructor pilot; then I flew into Riverside, California, for the delivery. Shortly after finishing the plane I modified it by putting a small "lipstick" camera under the nose and a sma ll video screen in the cockpit to help me see where I was going during takeoff and land ing, or in an emergency. It is also great for taxiing. The main reason I did that was because I was con cerned abo u t eventually having to land on the 50-foot-wide run way at Flabob. I would never have been able to make that approach with any confidence without the camera. You can't slip this plane with that tiny tail or it will snap on you (I discovered that little sur prise at 10,000 feet one day), so a straight-in approach is pretty stan dard . A constantly turning Navy style approach on a wide runway also works fine. As I turned final at Flabob that last flight, I had a beautiful view of the full runway and an inviting centerline . God bless that camera! It was a fascinating and chal lenging 3,OOO-mile trip, and I'm sure Tony LeVier would have been dumbfounded to think that we would even attempt it. My hat is off to a guy named Stan Rackleff, who, though no longer with us, had the vision of picking this particular air plane and starting the project 30 years ago at Flabob. And also to Tom Wathen for making resources available to continue the project, and to the McCombs, who did the bulk of the work building this beau tiful replica. Let's go fly! ......

KNAPP ST

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Ted Meredith's own handwork is evident in the work done on the interior and, in particular, the instrument panel.

less all there, but a real basket case," says Troy. "In '63 it was put on its back, which did some damage, and it was put into storage immedi足 ately. So, it had been sitting for 37 years. The fuselage was uncovered but on its gear, and the interior was 20

JUNE 2008

in tatters. The wings needed com足 plete rebuilding, but the project was definitely doable and, because of the family connection, really needed to be done. We started re足 storing it as soon as we got it back to Des Moines."

The familiar lines of the UEC can be traced to the very popular Waco F-2 series of open-cockpit biplanes.

Once the carcass was rescued from oblivion, decisions had to be made as to how they were going to do the restoration. A cabin biplane of any kind is an enormous proj ect both because of its sheer size and the complexity of much of the woodwork and other components. It was too big for Ted to handle alone, so he farmed it out to a series of restoration shops. Among the features that fur ther complicate a restoration like the UEC are the "wraparound" windows in the back, which Waco literature of the time says were in cluded so passengers used to being able to "look around while flying" wouldn't feel cooped up after being used to open-cockpit airplanes. The framing was wood and quite frag ile, so virtually none of those orig inal airplanes made it to modern times with the framing intact. Troy says, "We were lucky, as the wood was all there but in really poor condition, but we still could use it for patterns." Those first cabin Wacos were an

who could afford airplanes prob ably drove to the airport in their Packard limo or Duesenberg, and they expected similar surround ings in their airplanes. Waco's re sponse to that was to design a new fuselage for its sprightly F-2 open cockpit biplane that could easily accommodate four people- five if those in the back were smaller than FAA standard size, which many in the '30s were. Since the majority of the country still depended on dirt and gravel roads, or trains, for transportation, the 115-120 mph cruise of the new cabin birds made them wildly practical for those who had to be someplace else in a hurry. However, since those first Waco cabin biplanes were based on the F-2, they inherited the F-2's friendly nature and ability to get in and out of short strips with a load. That was to make them popular with rural! bush operators, sportsmen pilots, as well as companies. Katie remembers, "Even though Ted was getting sick, he remained ex cited and an integral part of the res

effort to respond to a growing mar ket for business and personal travel by individuals who demanded more comfort and amenities than could be found with their popular open cockpit biplanes. With the Depres sion blanketing the country, those

toration project right down to the smallest details. He picked the paint and actually scanned a Hershey choc olate bar to get the brown for the trim. He'd dog ear magazines that had articles with details about Wacos and researched and selected the fab

ric for the interior. He was involved in the tiniest details right up to the end. From the dog-eared magazines, (we) were able to piece together the color scheme after he was gone." Troy continues, "He was as hands-on as he could be, consid ering the airplane actually went through two restoration shops and a number of subcontractors for specialty services. For instance, he wanted the panel to be a specific type of wood, and he was a really good woodworker. So, he went up to a wood house and came back with a big piece of exotic veneer. Then he researched the various methods of vacuum forming the wood to the panel and sat down and did it himself. So, when you look at the panel, that is Ted Mer edith's own craftsmanship. At the same time, most of the instruments are the originals that we had over hauled, and the comm and tran sponder are the tiny Becker units in original holes and you hardly no tice them." The fuselage itself had not only been ridden hard, but the years and the elements hadn't been good to it. Troy says, "We wound up replac ing at least 25 to 30 percent of the tubing because of rust and damage. If there was any doubt, we simply took it out and put new back in . And the same thing with the tail. It had been banged around and was rusty, so we straightened every thing out while we were replacing the bad tubing. A good percentage of the tail is all new." The engine in the airplane had originally been a 210-hp Continen tal W-670 radial, hence the "U" in UEC (part of Waco's nearly inde cipherable model designation sysVINTAGE AIRPLANE

tern) . However, sometime right after World War II, when 220-hp W-670s from Stearman PT-17s were a dime a dozen, the airplane was converted, and when Ted brought the airplane home that's the engine that was on it. "The engine only had 400 hours' total time on it," Troy says, "so we sent it down to Saun ders Aircraft in Mustang, Okla homa, to have it overhauled. At the same time, we replaced the original fixed-pitch Curtiss Reed prop that had been shortened too much with a Hamilton Standard ground-adjustable unit." None of the sheet metal on the airplane could be used for anything other than patterns, and that in cluded the cowling. "The cowling was really beat up, and to try and repair it didn't make sense," Troy says. "But John Swan der of DeSoto had a UEC and had actually tooled up to make new cowls. He was not only doing the aluminum, but was making better, stronger attaching hardware, too, so we went that way. John was an incredible help in every aspect of this project, and we were lucky to have him in our corner. The same has to be said of Forrest Lovely in Jordon, Minnesota; he was a huge help with parts and advice." 22 JUNE 2008

The landing gear was rebuilt with newly manufactured parts, and the old mechanical brakes and wheels were replaced with more modern, more easily supported 10-inch Cleveland units controlled with toe brakes, rather than the original Johnson bar. At the same time, they installed a lock on the original tail wheel and used the Johnson bar as a tail wheel lock control. Because this was to be a heavily flown air plane, reliability and safety were constantly on Ted's mind, so these small deviations from original were deemed necessary for the mission. The same concern for safety and consistency led the Meredith team to replace all the old wood in the wings, rather than try to save some of it. It was all 70 years old, and it didn't make sense to take any chances. "We used most of the original fittings , but none of the wood in the wings. The same was true with the fuselage. It has a lot of stringers and formers, and we just made new ones. The door was the same way: The one we had was falling apart and barely good for a pattern, so it, too, is new," says Ted. When it came time to cover up all that gorgeous steel and wood work, they went with the Stitsl Poly-Fiber system all the way from first coat to final color, rather than

try to be traditional and put dope over cotton or linen . This way the finish and fabric wouldn't be a fac tor in the airplane's usability. After more than six years, the airplane was barely finished in time to make its debut at EAA AirVen ture Oshkosh 2007, and as would be expected, it was an instant hit and took home the Silver Age Run ner-Up award. Then in a stunning display of generosity, Katie offi cially handed over the airplane to Tom Poberezny and EAA during the Memorial Wall ceremony on the last day of AirVenture. Katie says, "Ted and I had been going to Oshkosh for years, and he had been on the President's Coun cil, so his idea of making the air plane part of the EAA was natural. He didn't want it to just go into the museum-he wanted them to continue flying it and, when pos sible, take people flying in it. Maybe they would be Young Eagles or just people who showed an interest. He wanted to share his love for old air planes and history with others and saw this airplane as a way to do it. I only wish he had lived to see it fly." The airplane has now become one of the more active residents of Pioneer Airport, so it appears Ted's dream for his father's airplane has been realized. ......

The Spirit of Aviation. AirVenture.org

EAA AirVenture 2008 July 28 â&#x20AC;˘ AUgust 3

KZ II Kupe

A Danish delight BY NORM PETERSEN

The two designers of OY-AEA are Viggo Kramme on the left and Kart Zeuthen on the riglrt_ The KZ II Kupe is the first airplane, with the two-place KZ III behind and the twin-engine KZ IV ambulance plane. Behind it is a four-place KZ VII. 24

JUNE 2008

Designed in 1937 by two Danish aircraft design足 ers, Viggo Kramme and Karl Zeuthen, KZ II Kupe Oscar Yankee-AEA was the last of 13 made in Denmark. AEA was constructed in 1940 in Aal足 borg, Denmark, at a facility of Skandinavisk Aero Industri. In 1944 the airplane was sold to Sweden and registered as SE-ANR. The KZ II Kupe two-seater is a private aircraft of mixed construction. The fuselage is welded steel tube, and the wings are all wood . The air足 plane is covered in fabric. The engine was either a Blackburn Cirrus Minor (Series II) or a de

Lead and above: These factory photographs are of the last of the 13 aircraft that were built. Only three survive today. Two are in Denmark, and one is in Switzerland. One ,--_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ __ is registered as OY-AEAj the other Dan足 ish KZ II is OY-DHK, serial number 23, owned by the Simon Scott family.

Havilland Gipsy Minor rated at 90 hp . From Sweden the aircraft was sold to Finland, and from there it came back to Denmark, where a Danish antique airplane collection owns it. The aircraft is once again registered as OY-AEA in Denmark.

Well, for fabric-covered airplanes, anyway... we got the idea from Ponce. It's called rejuvenation, and it works great with real dope finishes. Spray our rejuvenator over aged dope; it soaks in and restores flexibility for years of added life. It can even hide hairline cracks. And no finish has the foot-deep luster of authentic polished dope.

The Blackburn Cirrus Minor engine is 90 hp and displaces 243 cubic inches. The four-cylinder inverted en足 gine rotates to the left, the opposite of American -made engines. The Cir足 rus engine was designed and manu足 factured in England. .......

Roll back the calendar on

your plane's finish!

800-362-3490 RandolphAircraft.com VI NTA G E A I R P L AN E

Light Plane Heritage

ORIGINALLY PUBLISHED IN

EAA Experimenter

NOVEMBER 1994

Hey, Mister,

Your Prop's Broken!

The history and theory of the Everel prop BY BOB WHITIIER

Left: Nose of the author's Taylor E-2 Cub photographed in the early 1960s. Several flights were made to evalu ate the Everel prop's performance. It was concluded that it was fairly good, but fell short of being spectacular. At right: With the 40-hp Continental engine idling, you can clearly see the blur created by the counterweight that replaces the "missing" blade.

At any large fly-in, in the ultra light section, one will see an ap preciable number of three-bladed propellers. And over in the war birds section, props having from three to five blades are so numer ous as to be taken for granted. So what would you think if one day you should come upon a one bladed propeller? Your response to the above line will probably be, "Aw, you're kid ding! Such a thing would be impos

sible! It'd be all out of balance!" But as a matter of fact, back in 1937 and 1938 a one-bladed propeller was on the market and quite widely advertised and publi cized in aviation magazines. Ask a gathering of old-timers if they re member the Everel propeller, and several hands will probably go up. We kid you not. Furthermore, this prop was not the brainstorm of a mad scientist. The trade name "Everel" came from

the family names of a very good propeller engineer named Walter W. Everts and his partner, Frank Ellington. It was manufactured in fair numbers and sold to owners of the model J-2 Taylor Cubs then in wide use. Taylor later changed its name to Piper, and the famous J-3 was developed from the J-2. You might guess that the idea behind a one-b laded prop was to save weight and cost. But that would be jumping to an errone

Editor's Note: Longtime aviation enthusiasts will recognize the byline of Bob Whittier. Bob has been a regular con tributor to EAA publications since the founding of the organization, as well as a knowledgeable author for other avia tion and boating magazines. Bob's Light Plane Heritage series in EAA's Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF 26

JUNE 2008

ous conclusion. Actually, because it was based on a quite sophisti cated and therefore expensive hub machined out of steel, the Everel sold for what was for its time a rather high price. As nearly as can be ascertained today, the price was around $225 and that was a lot more than the $35 that Cub own ers were accustomed to paying for the new Sensenich two-blader. The Everel was ,a good demon stration of the truth of the state ment that there is always more than one way to do something. Its story is but one of many about clever and enterprising people who, although now forgotten, contributed in some way to the progress of light-aircraft design. It's also a demonstration of the fact that we can all look at some thing for a long time without be coming aware of significant facts incorporated in it. To look at an Everel, for example, it would take you quite a while to finally notice that its single blade is 3 inches longer than either blade of a stock 69-inch two-bladed propeller on a 40-hp Cub. But those extra 3 inches out at the Everel blade's tip resulted in a swept circle 6 inches greater in diameter than that of the two blader. This means that the Everel threw back a significantly larger column of air. And that's what gives a plane its get-up-and-go. Anyone having a fair amount of technical knowledge will quickly object that that's a neat theory but also a technical pitfall, because the little 40-hp Continental flat-four that powered early Cubs could not be expected to pump so much more air astern so as to pull a Cub ahead better. However, there is the obvi ous-or perhaps we should say not-so-obvious-fact that in the case of a Cub fitted with a two bladed propeller, only 20 of the engine's 40 hp was available to drive each blade through the air at the recommended 2250 rpm cruising speed. But, remove one of

Above: Note the changed positions of the squarish metal cheeks that ride on the main hub's trunnions. This was the basis for the Everel's abil ity to change blade pitch. Below: As seen from the end like this, the tip of the blade could swing forward or backward approximately 3 inches. Due to the angle given to the trunnions, this resulted in change of pitch.

the blades and then obviously the full 40 hp is available to drive the remaining one. To keep the engine from over speeding as a result of all 40 hp going into the one remaining blade, the thing to do would be to lengthen it by 3 inches. As the outer parts of a blade travel faster and farther than do parts closer to the hub, these few inches are enough to hold engine speed within approved limits . The 40-hp lightplanes of the 1930s were relatively slow ships, and most climbed in the neigh borhood of 55 to 60 mph. At the same time, the 40-hp Continen tal's peak approved speed was 2575 rpm, and on warm summer days or with two heavy people aboard, those little engines were often run at or close to full throt

tie in order to struggle up to cruis ing altitude of around 1,000 feet. When a fast-turning two bladed propeller pulls along a relatively slow pace, a situation exists in which one blade works in air that has been disturbed by the other one. Neither blade then works well, because its airfoil shape is compromised by reason of not biting into solid air. It does not take much thought to realize that when there's only one blade, it will work in air that is practi cally undisturbed. Its airfoil will be more efficient in generating thrust. You're beginning to real ize that the idea of using just one blade was not as crazy as you ini tially thought. Introduced in 1931, the Con tinental A-40 was a very simple engine. Early versions had a few deVINTAGE AIRPLANE

Left: During the propeller's development stage in 1937, test pilot Arthur S. Pierce flew this J-2 Cub 3 ,000 miles across the United States. This early model of the Everel shown had a cylindrical counterweight and rather bulky hub, both of which caused air resistance. The production model was smoother looking. Right: A larger version of this prop was tried out on a Warner-powered Cessna four-seater.

sign shortcomings, but these were soon rectified. The Continental A-40 came along just in time to be the engine e.G . Taylor needed to make his new E-2 Cub a successful design. By 1934 and 1935 the low priced and tractable but boxy-look ing Taylor Cub E-2 was selling well for those times . Created in 1936 by giving the E-2's basic structure a restyling job, the much cleaner looking J-2 began to sell very well. It offered safe, economical flying for a population still hurting in the wallet from the lingering Great De pression of the 1930s. Word got around that other air plane firms were developing light planes to get in on this growing market. This was observed with keen interest by the propeller ex pert Walter Everts . He had an idea concerning how to make a one bladed propeller a practical and at tractive proposition and had taken out U.S. patent No. 2,071 ,513 on it. As more and more operators of small airports realized there was money to be made by offer ing flight instruction for around $ 7 per hour using the J -2, a lot of A-40 engines found themselves working very hard pulling Cubs off runways and up to altitude day in and day out. They were run 28 JUNE 2008

fast, they got pretty hot, and cyl inder wall scoring became a com mon problem. Everts saw this as the opportunity for which he had been looking. We have already pointed out two advantages of the single-blade idea. But, if one blade were to be sawn off a standard wooden pro peller and replaced with a coun terweight , the resulting crude one-blader would balance all right on a balancing stand. That is to say, it would be in static balance. But in actual flight all of the thrust would be generated by the one re maining blade. Assuming the cen ter of thrust would be acting a couple of feet out from the hub, the propeller shaft and its support bearings would be subjected to bending and dynamiC forces they were not designed to handle. It teaches us to respect the knowledge and cleverness of the early birds when we see how Everts coped with this problem. His solution was to incorporate in the hub of his one-blader a trunnion, or pivot, arrangement in the machined steel hub that fits onto the propeller shaft. The hub section of the wooden blade was fitted with a machined steel adapter that served both to at

tach the blade and mate with these trunnions. In other words, the blade had what we can call a "floating" attachment. Centrifugal force acting on both the blade and its counterweight created a sort of "seesaw" setup, such that the propeller shaft expe rienced only a pull acting straight forward on its centerline . This spared the shaft and bearings from the aforementioned punishment. You'd assume thes e trunnions to be positioned at 90 degrees to the propeller blade . And here we come to an impressive example of engineering brilliance. Everts located the trunnions quite differ ently. Assume that you are stand ing in front of a Cub fitted with an Everel prop and looking directly at the hub. Position the prop with its blade horizontal and point ing to the 3 o'clock position, and the counterweight pointing to 9 o'clock. As you can see in accom panying illustrations, Everts lo cated the two trunnions at points corresponding approximately to the 1 :30 and 7:30 positions. See the brilliance here? No? Then step to one side of the plane's nose and stand so you are looking directly toward the tip of the propeller. Push gently forward

and backward on the tip. You will see that it has a range of move ment of about 3 inches. And then it will strike you hard! Due to the aforementioned positioning of the trunnions and thus of the piv oting axis, you will see that as you move the tip this way, the blade pitch changes! The Everel was in fact a propeller that changed pitch automatically in response to changes in engine and airplane speed, and thus to centrifugal force and blade thrust. With the engine running at full throttle upon beginning a takeoff run, the blade went into low pitch to provide good acceleration. Dur ing climb-out, the throttle would still be open wide, or at least almost so, but the plane's forward speed would be greater. The blade then assumed an intermediate pitch well suited for good climb. Once at cruising altitude the engine would be throttled to cruising rpm, and as the plane gained speed upon being trimmed for level fligh~ the blade went into high pitch for best pos sible cruising speed. The paragraphs which follow are taken from an article that Mr. Everts wrote for the September 1937 issue of the old Aero Digest magazine. liThe Everel single blade propel ler is a statically and dynamically balanced unit, the blade being bal anced by a suitable counteweight. The line passing through the cen ter of gravity of the blade and center of gravity of the counter weight passes through the center of rotation as shown in the dia gram in Figure I-below. liThe weight of the blade multi plied by the radius, R, to the center of gravity is equal to the weight of the counterweight multiplied by the radius of the counterweight, R, to its center of gravity. This per mits static and dynamic balance in all conditions of operation. II Aerodynamic thrust is bal anced by the centrifugal force of the counterweight, eliminat ing the transmission of bending stresses to the hub and consider

ably reducing bending moments within the blade. In the conven tional propeller the maximum bending moment occurs at the hub, while in the single blade pro peller it occurs at the aerodynamic center of pressure of the blade and is of smaller magnitude than the bending moment at the center of pressure of an eqUivalent two blade propeller. liThe Everel propeller is of the automatic variable pitch type, this feature being obtained by means of an axis (B-B in Figure 1) within the hub about which the blade is free to move. This axis is set at a suitable angle to the centerline of the blade. When the blade de flects forward about this axis, it performs two functions: Ill. The air thrust produces a moment about the center of the propeller, causing it to deflect for ward. When this forward deflec tion occurs, the centrifugal force of the propeller also sets up a mo

ment about the propeller center to balance the air thrust moment. The blade will deflect forward only as far as is required for the centrif ugal force moment to equal the air thrust moment. This condition is shown in Figure 2, in which the fulcrum (F) represents the inter section of the propeller movement axis and the center of rotation. liThe following equation dem onstrates the balance of forces ex isting in the propeller: IIThrust x r2 + counterweight aerodynamic drag x r1 = CF coun terweight x Lever Arm ab + CF of Blade x Lever Arm cd. II(Thrust) r2 + D x r1 = CF counter weight x r1 sin 0 + CF Blade x r x sin 0 where 0 equals the angle of deflection. 112. The pitch of the blade de creases when the forward deflec tion occurs thus permitting the engine to turn faster, and aiding take-off and climb. As the airplane increases its airspeed, the aero dynamic thrust becomes lighter

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VINTAGE AIRPLANE

and the centrifugal force of the propeller Figure 1 reduces the amount of blade deflection, thus increasing the pitch. The increased pitch in the condition of lower . air load permits better B cruising and maximum speeds. This character istic is also desirable ~--thrust for altitude flying. In o ~.---------r2--------~~ summing up the pre ~-------r----------~.~I ceding paragraph, the -'-. f I a ~ . ==~:t:I~.=-::. =---.1.. IJ!',L -- . . . - ' ~-- If... forward deflection of '-'- Ib , .. , --.. .-.-.~~1. the blade reduces the ~r1---1 pitch; and conversely, the rearward deflection Figure 2 increases the pitch. "The single-blade propeller can be de Geometry of the Everel one-bladed propeller. Changes in a plane 's speed and engine signed to operate at a rpm caused the thrust of the single blade to work against the centrifugal forces act more efficient angle of ing on blade and counterweight, such as to let the blade tip move forward or back attack than the fixed ward. This in turn caused the blade pitch to change due to the angle, BB, at which pitch two-blade propel the hub trunnions were positioned in relation to the blade. ler; that is to say it op erated closer to the maximum LID stub that houses the above-men sively as some promotion claimed. point of the airfoil characteris tioned counterweights. On each Cubs didn't carry the kind of in tics. If a two-blade propeller were end of this bolt a suitable number strumentation needed to make ac designed to operate at this point of small washers are installed as a curate performance measurements, when flying at maximum speed, means of fine-tuning the rate of but pilots could sense a shorter take the takeoff performance would be pitch change to suit a particu lar off and better climb. Cruising speed comparatively poor." engine and airplane combination. was boosted by something around 5 An accompanying photo of a The front and rear flanges that miles per hour. The Everel had quirks one disassembled Everel will help to hold the wooden blade assem understand how theory was put bly have ears on them, through might not grasp just from looking into practice. Farthest to the left is which two very stout bolts pass. at one. Long spells of dry or damp a steel counterweight shaped like They hold everything together weather would alter the wooden blade's moisture content and up half of a sphere. It screws onto a against centrifugal force. long, thick-walled steel tube that The propeller hub cap clearly set balance. Then the prop had to fits into the end of the wooden visible in the photos is an impor be removed and put onto a balanc propeller's hub section. A smaller tant part of the operating setup. It ing stand. A few weeks or a month counterweight of cylindrical shape houses a rubber ring about the size later, a change in the weather pat and threaded on its outer surface and shape of a hockey puck. It has tern would require another trip to screws inside this heavy tube. A a large and off-center hole cut in the balancing stand. hole in the end of the semispheri it that encircles the round forward A complete Everel for the 40-hp cal counterweight allows the in end of the propeller hub retain Continental weighed a little more sertion of a screwdriver blade that ing but. At the limits of high- and than 24 pounds, in contrast to engages a slot in the smaller cylin low-pitch blade movement, this the 12 pounds of a conventional drical counterweight. By screwing nut contacts the rubber and serves two-blader and its metal hub. this counterweight closer to or to limit blade travel while at the This extra 12 pounds apparently farther away from the propeller's same time eliminating harsh met provided a crude sort of dynam ic-balancer effect, for when a well centerline, balance of the propel al-to-metal contact. ler can be achieved. Those who flew Everel-equipped balanced Everel was installed the In this photo, you can find one Cubs felt that this one-armed wonder engine seemed to run smoother. bolt that is longer than all the oth did improve performance, enough Positioned well forward of a Cub's ers. It passes through the wooden to notice but not quite as imp res datum point, 24 pounds moved

:=:-.

. .

30 JUNE 2008

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Here's the Everel dismantled and the various parts laid out to show how they went together. The article explains the function of each. The wooden blade was made much like that on a common Sensenich two-blader.

the ship's center of gravity for ward enough to be concerned about. When flying solo from the rear seat the plane balanced out all right. But if a large and a small person were to go flying in a tan Your name and e-mail address will never

dem-seated Cub, it was advisable be shored wilh a lhird porly.

for the heavier of the two to sit in See our privacy policy at www.eaa.arg/disclaimer.hrnl.

the rear seat. If he sat in the front - - - - - - - - -- - - - - -- - 1 seat, the ship would be so light on its tailskid that it could easily nose over if it taxied a bit fast onto a soft spot on an unpaved runway. Pilots and mechanics accus tomed to propping ships fitted with regular two-bladed props to start their engines found themselves grabbing at thin air the first few times they tried propping a ship fitted with a one-bladed Everel. Everel sales were fairly encour aging in 1937, but in 1938 Con tinental, Lycoming, and Franklin introduced SO-hp engines. The extra 10 hp made a useful if not spectacular difference in a light plane's takeoff and climb. Because a SO-hp engine with a simple two bladed prop was overall a simpler outfit and also cost less than a 40-hp engine fitted with an Everel, it made more sense. Besides, the two-blader did not need the fre quent rebalancing that the Everel did. That caused sales to fall off. ~)

Everts tried a larger single-blader ~ on a Warner-powered, four-place

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Cessna and drew plans for an even larger single-blader for 300-hp en gines. But it was no use, and he ended up selling his patent to the Koppers firm. They used some el ements of it in their two-bladed Aeromatic propeller used on some planes after World War II. Upon seeing an Everel in a museum or reading about it, a present-day homebuilt airplane enthusiast might become excited and exclaim, "Wow! I'll have to make one of those for my newest midget racer!" But a realistic eval uation of things tells us that while the Everel filled a specialized need in the short time it was on the mar ket, things have changed greatly since the late 1930s. SCimitar-style propellers afford a much simpler way to achieve modest changes of pitch . Propellers made of alumi num and composites have thin ner, smoother, and therefore more efficient blades than the old brass tipped wooden ones. Our cleaner, faster planes move forward farther for each revolution of the propel ler, and this takes something away from the old disadvantage of one blade working in the other's wake. We might best look at the Everel as one of the many very clever but short-lived ideas that are part of our diverse and fascinating light plane heritage. .......

BY DOUG STEWART

Quit stallin'

Like a recurring dream that doesn't quite classify as a nightmare, yet nonetheless leaves you feeling a wee bit disconcerted, I was once again witnessing a scenario that al ways puts me in a defensive mode. I was prepared for the possibility of having to say "I have the controls" as I aided the errant pilot in the re covery of a spin. Although the scenario could oc cur while teaching advanced ma neuvers, such as a chandelle or lazy-eight, or perhaps while working through basic aerobatics, that's not where I witness it time after time. While it might occur as a client at tempts to stretch a glide in a simu lated power failure, or when a pilot, uncomfortable in the bank angle of a steep turn, unconsciously holds top rudder and neglects to add power, that's not it either. Instead, I witness this scenario on the majority of the flight reviews and practical tests that I conduct. It happens almost every time I ask a client or applicant to demonstrate a simple straight-ahead power-off stall. The scenario typically un folds like this: First the pilot reduces power sufficient to slow the airplane to VFE, and then deploys the flaps; but then, rather than establishing a " stabilized descent ... transitions smoothly ... to a pitch attitude that will induce a stall" (as stated in the Private and Commercial Pilots Prac tical Test Standards), he hauls back on the yoke or stick, pitching up into an accelerated stall.

Typically the right wing falls off as a result of the gyroscopic preces sion created by the rapid pull up, and rarely is the pilot prepared for this. Thus she quite often neglects the use of her feet as she attempts to pick the wing up with aileron alone, and that is why I so often find my self in a defensive mode whenever I ask a pilot to demonstrate a stall. Every time this happens I silently ask myself, "Why is the pilot doing this? Would he ever find himself pulling back rapidly on the stick in a power-off situation?" I am sure the answer is no, yet why then does pi lot after pilot do this during a flight review or practical test? I think the answer lies in the fact that the in structor who first introduced her to stalls found that the pilot couldn't recognize when the airplane actu ally stalled. So to counter this the instructor encouraged the pilot to accelerate the stall, and I am sure we will all agree that there is no way a pilot will not recognize that her airplane has stalled when the nose (and usually the wing, as well) rap idly drops off in an accelerated stall. Unfortunately this is not teach ing pilots to recognize those situ ations when they might very well inadvertently stall in a power-off situation. It is not teaching them how to recognize that their airplane might very well be stalled, even though the nose hasn't dropped in a stomach-churning, negative-g pitch change. In introducing a beginning pilot to stalls, I sometimes describe

a stall by saying, "Pull back on the stick, and the houses get smaller ... keep pulling on the stick, and the houses get bigger." Returning to a more serious vein, I then state that anytime you are pull ing back on the yoke but the nose of the aircraft is dropping, you are most likely stalled (obviously this doesn't apply to inverted flight). I then go on to describe that a stall occurs anytime the wing exceeds its critical angle of attack and that this can occur at any airspeed or attitude. I describe the first hammerhead stall I flew. Shortly after entering the dive after reversing direction at the top of the maneuver, I pulled a little too aggressively on the stick to recover from the dive, only to observe the airplane's nose (which appeared to me to be pointed virtually straight down) come slightly forward and then move back even though I was still pulling on the stick. I had in deed stalled even though the nose of the airplane was pOinted almost straight down. This experience showed me what, up to then, I had only understood intellectually. You can indeed stall in any pitch atti tude, and at any airspeed. It's all about angle of attack. Ex ceed the critical angle of attack, and the wing will stall. If we remember that the angle of attack is the angle formed between the chord line of the wing and the relative wind, it becomes easier to visualize how a wing can stall in any attitude. Thus, if we pull rapidly and strongly back VINTAGE AIRPLANE

on the stick, the airplane will most likely stall. But who, other than aer obatic pilots (and, it would seem, pilots asked to demonstrate a stall on a flight review or practical test), would ever do this? More typically the stall occurs as a pilot tries to maintain altitude, by increasing pitch without adding power, as he gets low and slow on an approach to landing. Or perhaps it occurs as he tries to stretch a glide af ter the engine has failed (certainly no adding power here to assist). If a turn is involved, as in the base-to-final turn, and the pilot does not main tain coordinated flight, the airplane not only stalls, but enters a spin. So I would like to suggest that you practice stalls more often than once every other year. To prevent your instructor or examiner from getting into a state of anXiety-and for you to recognize not only when your airplane is stalled, but more importantly for you to recognize all the signals that your airplane will send to you telling you that a stall is imminent-try it this way. To begin with, ensure that you have sufficient altitude (2,000 feet AGL is my absolute minimum for this). Initially reduce the power so that you slow the airplane below flap and gear speed . If you are going to practice the maneuver in the land ing configuration, lower your gear and flaps. Further reduce the power to idle power, and allow the airplane to descend either at best glide speed (if you are practicing the maneuver clean) or final-approach speed. Now, rather than pulling hard and enter ing an accelerated stall, just pull the nose up high enough to maintain altitude. As the airspeed bleeds off, continue gently pulling on the yoke or stick. (Hmm ... isn't this just what we do when we flare for a landing?) Pay attention to recognizing how the controls will get "mushy." Pay attention to the buffeting that you might very well feel in the tail. Listen to the changes in sound. Watch as the nose, rather than suddenly drop ping (depending on wing form), just starts to bob up and down. Notice 34

JUNE 2008

how sometimes just a slight relax ing of back-pressure on the stick gets rid of the buffeting and bobbing. If a wing drops, see how applying op posite rudder will bring that wing up more efficiently than the ailerons will. Notice how if the airplane has a stall warning (my Super Cruiser doesn't), that warning might start "moaning" like a sick cat (if you're in a Cessna) before the buffeting and that with slight addition of power, you can fly all day with that horn blaring and not be stalled.

I had indeed stalled

even though the

nose of the airplane

was pointed almost

straight down. This

experience showed

me what, up to then,

I had only understood

intellectually.

Once you have recognized that the airplane is stalled, see how it will recover with merely a reduction in angle of attack. It is true that we typ ically recover from a stall by add ing full power, but the addition of power serves merely to minimize the altitude lost in the recovery. It really doesn't get the wing flying again. It's the reduction in angle of attack that does that. Practicing the recov ery this way will also prepare you for eventually having to recover from a stall after an engine failure. As an aside, it is interesting to note that the term "stall" originated with Orville and Wilbur, two years before they put an engine on the Wright Flyer. In their early glider flights at Kitty Hawk, many a flight ended with the glider crashed in the sand. They wrote to Octave Chanute for help in understanding why their glider kept "stalling." The term obviously stuck. And for pilots who don't truly under stand what leads to a stall, and the

proper recovery techniques, it's often the nose of their airplane that gets stuck ... in the ground. Before I end, I would also like to discuss power-on stalls. Again, what I typically experience pilots doing as they demonstrate the maneuver is very similar to what I see when they perform power-off stalls. There is a reduction of power to slow down a bit, and then quite often the pilot will rapidly add full power while si multaneously qu ickly pitching up into yet another accelerated stall. Again I ask ... when would a pilot ever intentionally do this? I will admit that I once observed a pilot do just that in a botched go around. As a strong crosswind drifted him away from the runway and to ward a stand of tall trees, rather than turning away from the trees, he yanked hard into a power-on stall. Without proper coordination, the airplane broke into a spin about 70 feet above the ground. As the wing tip hit the ground it cartwheeled, tearing off the engine and empen nage. Miraculously the pilot walked away from the crash. But this type of mistake is quite rare. What is unfortunately much more common is the following scenario. A pilot will be approaching an ob stacle, such as a mountain ridge. In addition to the high altitude, a hot, humid, low-pressure system is pushing the density altitude even higher. Being on the leeward side of the mountain ridge, where the wind is blowing across the ridge and creating strong downdrafts, com pounds the problem. Oh, and did I mention that the pilot is approach ing the ridge perpendicularly rather than at a 45-degree angle, and thus the possibility of turning away from the ridge to escape the sink becomes more difficult? So with the engine barely making 55 percent or 60 percent power, the pilot is left trying to clear the ridge with the only tool he has: pulling back on the stick. The critical angle of attack is exceeded, and the air plane stalls and, because the pilot has failed to maintain coordination

due to all the left-turning tenden cies at work, often spins. So to prepare you for how that stall might feel, I suggest practicing a power-on stall in the following man ner. Oust in case it should flip into an inadvertent spin, please ensure you're flying an airplane approved for spins!) If you're at all uncomfort able with the idea of practicing this maneuver, please bring along your flight instructor. Reduce your power to a setting that will yield approxi mately SS percent power. Allow the speed to bleed off, and then once it has, add enough back-pressure to the yoke to slowly climb. As the speed bleeds off more, slowly roll into a turn to the left while continu ing to slowly add more back-pres sure to the yoke. When the airplane does break into a stall remember that if this sce nario were real, the engine would already be making all the power that it was capable of. Thus you would have no power left to aid in the re covery of the stall. So in your prac tice of this stall your recovery will have to be without the addition of any more power. I strongly feel that if pilots prac ticed both power-off and power-on stalls in the manner I have sug gested, they would be much better prepared to recognize the onset of one of these stalls and thus be able to prevent it. And if by chance they didn't recognize the onset, they would at least be better prepared to recover once the stall had occurred. So please quit stalling. Go out and practice some stalls. Remem ber that you want to learn to recog nize the early warnings that a stall is imminent and thus prevent one from happening. That way you will be better prepared the next time you are beckoned aloft by . . . blue skies and tail winds!

Doug Stewart is the 2004 National CFI ofthe Year, a NAFI Master Instruc tor, and a designated pilot examiner. He operates DSFI Inc. (www.DSFlight. com), based at the Columbia County Airport (lBi). ......

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THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EAA ARCHIVES , FROM WITHIN THE FILES OF TED BUSINGER. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than July 15 for inclusion in t h e September 2008 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.

MARCH'S MYSTERY ANSWER

March's Mystery Plane photo came to us from the EAA archives, from the Cedric Galloway collection. The following information comes from Joseph Juptner's T Hangar Tales and Aerofiles.com. "The March 2008 Mystery 36 JUNE 2008

Plane is the Liberty P-2. Aerofiles reports that the aircraft was built by Rearwin Aircraft under contract from Liberty Aircraft Sales & Mfg. Co. of Lambert Field in Robertson, Missouri, during 1930-1931 as c/n 1, registered as X500Y. The firm

moved to Fairfax Airport in Kan sas City, Kansas, during this period. The engine was a three-cylinder, Szekely SR-3 radial of 190.4 cubic inch displacement and 45 hp. Ac commodations for two side-by-side were provided. According to Ju ptner, Liberty was approached by Guy Poyer to install his experimen tal Poyer three-cylinder 3-45 radial of 141.5 cubic inch displacement and 45 hp, which had provisions for varying the compression ratio. This installation was accomplished, and an unofficial altitude record was claimed. The aircraft and its pilot, William Caldwell, were lost later after the airplane broke up in aerobatics . Two more P-2 aircraft were reported to have been built, c/n 2 [10941] and c/n 3 [722M]."

References: Juptner's T-Hangar Tales and Aerofiles.com Jack Erickson State College, Pennsylvania And a response from Georgia: "The March Mystery Plane is the Liberty Mono Poyer Model P-2 of the 1931 era. Developed in St. Louis on Lambert Field, the manu facturing operation was located in Kansas City. According to all that flew it, it was a nice flying airplane. The original engine was the Szekely SR-3-0 engine rated at 45 hp. "In Kansas City, Guy Poyer of fered to install one of his Poyer 3-45 engines into the Liberty air plane, and he thought they could achieve a new altitude record with his engine. (The Poyer engine had three screw-down cylinder bar rels to raise the compression ratio. They screwed the cylinders down to achieve an 8-to-1 compression ratio and put tetra-ethyl lead fluid into the gas to boost the horsepower). They had no idea how much horse power the engine developed. But one afternoon Bill Caldwell flew the Liberty to a new light airplane record of 17,907 feet. "All did not end well as later Caldwell pushed the envelope of the little airplane doing 'stunting' and it broke apart in the air. "The little Poyer engine could have been a great little engine if it had ever been produced, but it was not." Doug Rounds Zebulon, Georgia

Other correct answers were re ceived from Wesley R. Smith, Springfield, Illinois (who also sent in a response on the Tipton 90-2); Wayne Muxlow, Minneapolis, Min nesota; Charles F. Schultz, Louis ville, Kentucky; and Wayne Van Valkenburgh, Jasper, Georgia . The safety of modem

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Something to buy , sell, or trade? Tipton 90-2 Follow-Up Forrest Lov ely of Minnesota dropped us a note to tell us of the final disposition of the Tipton, our Mystery Plane this past December. What was left of the Tipton 90-2 was rusty and well beyond repair able; a few parts were salvaged be fore what little was left was cut up for scrap. The landing gear, which had been from an early Fairchild, went to one fellow, and the throt tle quadrant was obtained by For rest, who took the time to send us this photo. ......

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This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website. To submit an event, or to view the most up to date list, please visit the EAA website at www.eaa.orgjcalendar. During 2008, we'll publish this calendar as we transition to an all-web based calendar for 2009. This list does not constitute approval, sponsorship, involvement, control or direction of any fly-in, seminar, fly market or other event. June 6-8 - Columbia, CA - Bellanca-Champion Club West Coast Fly-In. Columbia Airport (022). The biggest and best gathering of Bellancas - Cruisair, Cruisemaster, Viking, Citabria, Decathlon, Scout, Champion. Technical seminars, owner roundtables, food service and a great time in a superb location. On-site camping w/showers, short walk into town . Contact: Robert Szego, Phone: 518-731-6800, Email: staff@ bellanca-championclub.com June 7 - Troy, OH - VM Chapter 36 Wings and Wheels Strawberry Festival Ry-In. (lWF). Airplane rides, Aviation Safety Team Seminar, Military reenactments, cash prizes Start Time: 9am End Time: 6pmSunday, June 8 - Jackson, MI. EM Chapter 304 40th Annual Ry In Cruse In Pancake Breakfast. Jackson County/Reynolds Reid (JXN). Dash plaques to first 100 aircraft and cars. Start Time: 7 AM End Time: 12PM Contact: John Eiler, Phone: 517-474-4878, Email: chucknlinda@sbcglobal.net June 8 - Jackson , MI - EAA Chapter 304 40th Annual Fly In Cruse In Pancake Breakfast. Jakcson County/Reynolds Field (JXN). Dash plaques to first 100 aircraft and cars. Start Time: 7-12 pm Contact: John Eiler, Phone: 517-474-4878, Email: chucknlinda@sbcglobal.net June 8 - Lansing, IL - Wings and Wheels Breakfast/Lunch. Lansing Municipal Airport (IGQ). EM Chapter 260 and Joliet Model A Restorer's Club will host Wings & Wheels 2008 Breakfast and Lunch . Lunch afterll:30 am. Visit historic Ford Tri-Motor hangar and hear about it's history. 7-1:30 pm Contact: Glenn Leszczak, Phone: 708672-9865, Email: glenn@consys-inc.com June 8 - Meadville, PA - EM 1194 11th Annual Fly In . Port Meadville Airport (GKJ). 11th Annual Fly-In/Drive In Breakfast. Featuring the Carolinas Aviation Museum's Piedmont Airlines Douglas DC-3 . 7-3pm Contact: Rich Starn, Phone: 814-382 9080, Email: rwstarf1371@hotmail .com June 12·15 - Middletown, OH - Hook Municipal Airport (MWO). 14th National Aeronca Association Convention. See more Aeroncas in one place than you'll see anywhere in the world. Tours, forums and lots of fellowship, fun and flying will make this a weekend event you won't want to miss. For more information: www. aeroncapilots.com, email nationalaeroncaassociation@yahoo.com or call 216-337-5643. June 12·15 - Stauning, Denmark - 41st International KZ-rally and fly-in. Stauning Airport (EKVD). 41st annual international KZ-rally. Fly-in and annual meeting of EM 655 started 41 years ago and is the oldest aviation event in Denmark, and the ONLY civilian annual event here (others are bi-annual or air force) Contact: Erik Gj0rup Kristensen, Phone: +45 3049 11 72, Email: kzaero@kzclub.dk June 13·15 - Gainesville, TX - Texas Antique Aircraft Fly-in. Gainesville Municipal (GLE). North Texas Antique Aircraft Fly-in. Come and join in on the fun. Start Time: 10:00 End Time : 18:00 Contact: Terry Wallace, Phone: 817-706-3173, Email: Wallacete@cs.com June 15 - Hanson, MA - EM Chapter 279 Ry·in Breakfast. Cranland Airport (28M). EM Colonial Chapter 279 Hanson, MA. 0800-1100. All you can eat for a $5 donation. Children up to and including 12 years of age are half price accompanied by an adult parent. Contact: Carl Patturelli, Email: eaa279@comcast.net June 15-30 - Midwestern United States. American Barnstormers Tour. The 2008 American Barnstormers Tour showcases as many as 20 meticulously restored vintage aircraft from the 1920s and 1930s in an exceptional collection of airplanes and aviators. A nostalgiC salute to the daring young men and women who ventured across America

38 JUNE 2008

during the 1920s seeking fame and fortune in their biplanes dubbed "Barnstormers," will journey through America's Heartland on a nine city tour. Admission is free - Biplane rides available. 11001800 each day. Contact: Mike Tharp, Phone: 319-356-5045, Email: info@ americanbarnstorrners.com June 17·21 - Lock Haven, PA - 23rd Annual Sentirnental Journey to Cub Haven. William T. Piper Memorial (LHV). The 23rd Annual Sentimental Journey to Cub Haven Ry-In June 17th· 21st. Featured airplanes: J.5, PA-25 Pawnee and PA 36 Brave. Camping fees: $12.00/night, RVs $15.00/night. Contact: Sentirnental Journey, Inc., Phone: (570) 893 4200, Email: j3cub@kcnet.org June 19·20 - St. Louis, MO - American Waco Club Ry-In. Dauster Rying Reid (lHO). You can also contact Jerry Brown at 317-422-9366 or Ibrown4906@aol.com Contact: Phil Coulson, Phone: 269-624-B490, Email: rcou/son516@cs.com June 21 - Porterville, CA - Eagle Mountain Air Show at Porterville Airport Aerobatics, Warbird fly-bys, vintage, military and civilian aircraft on display. Awards for display planes. Gates open at 8 AM Flour bornbing and spot-landing in the morning. Food, beverage, crafts vendors Contact: (559) 289-0887. June 21 - Delaware, OH - EM Vintage 27 Fly In Breakfast. (DLl) . Fly In Breakfast Start Time: 08:00 End Time: 10:00 Contact: Woody Mcintire, Phone: 6145652887, Email: wjmcintire@cs.com June 21·22 - Gaylord, MI - 2008 Gaylord Air Fair. Gaylord Regional Airport (GLR). Held to awareness of aviation in the community. Sat. only, static displays and fly-bys of U.S. military aircraft, vintage jet fighters, experimental aircraft and radio controlled aircraft along with exhibits and vendors. June 22 - Gaylord EM Chapter annual fly-in breakfast and Young Eagles flights . Start Time: 1000-1700 Contact: Scott Woody, Phone: (989) 732-4218, Email: swoody@gaylordregional.com June 26·29 - Mt. Vernon, OH - Wynkoop Airport (6G4) 49th Annual National Waco Club Reunion. For more info contact Andy Heins at 937-313-5931 or email wacoaso@aol.com June 28 - Gardner, KS - Greater Kansas City Vintage Ry-in. Gardner Municipal Airport (K34). Pancake Breakfast starting at 7:00am. Lunch on the field and BBQ cookout Friday and Saturday evening. Enjoy Old Tyme Aeroplane movies Friday and Saturday nights. Camping permitted on-field and motel transportation provided to/ from the airport. Start Time: 0700 End Time: 2200 Contact: Jeff Sullens, Phone: (816) 729-3151, Email: jsullens@kc.rr.com June 28 - Grants Pass, OR - EM Chapter 725 "AirEventure" Open House & Ry-In. (3S8) Static display of hornebuilts, antique aircraft, certified aircraft and ultralights. Young Eagles Rally. Pancake Breakfast & Hamburger Lunch 0800 Time 1400 Contact: Ken Clark, Phone: 541-218-2835, Email: kccubpilot@yahoo.com June 28·29 - Howell, MI - Flying Daze. Spencer J. Hardy Airport (OZW). Yankee Airforce B-25 and other vintage and homebuilt aircraft. Saturday breakfast, lunch on Sunday. Camping with prior notice. Start Time : 9 am Contact: Jim Smith, Phone: 517-223 8735, Email: redflyl@yahoo.com June 29 - Rio, WI - Pancake Breakfast. Gilbert Reid (94C). Sponsored by Rio Aero Club. Pancakes, eggs, sausage and drinks. Airplane rides. Homebuilt and vintage aircraft display. Fresh peas by the pound if in season. Call clubhouse phone recording, 920-992-3038, during week for details. 0700-1200 Contact: Ralph Moser, Phone: 847-736-4603, Email: rmoser@chartermi.net July 11·13 - Alliance, OH - Annual Taylorcraft-Aeronca Fly-In. Barber Airport (2Dl). All grassroots aircraft welcome. Breakfast on Saturday and Sunday by EM Chapter 82. Contact: Forrest Barber,

Phone: 330-823-1168 , Email: fbarber@alliancelink.com July 11·13 - Lompoc, CA - West Coast Piper Cub Fly in. Lompoc Municipal Airport (LPC) . 24th annual West Coast Cub fly-in here in the beautiful Lompoc Valley. Contact: Bruce Fall, Phone: (805) 733-1914, Email: brucefall@msn .com July 19 - Delaware, OH - EAA Vintage 27 Fly In Breakfast. (DLl). Fly In Breakfast Start Time: 08:00 End Time: 10:00 Contact: Woody Mcintire, Phone: 6145652887, Email: wjmcintire@cs.com July 19·20 - Independence, OR - Independence "Ragwing" fly-in. Independence State Airport (7S5). First Annual Ragwing Fly-In at Independence (7S5). Start Time: 08:00 PDT End Time: 10:00 PDT Contact: Andy Duncan, Phone: 5038389870, Email : kiaorana@wvi.com

July 19·20 - Mulino, OR - 52nd Annual Blueberry Pancake Fly-In Breakfast. Mulino Airport (4S9). Mulino Chapter of the Oregon Pilots Association 52nd annual pancake breakfast and fly-inj drive-in. Motorcycles, antique cars and vintage airplanes . Admission, adults $7, children $6. 0730-1300. Contact: Steve Millar, Phone: 503 651 3802, Email: cmillar@wei:rster.com July 20 - East Troy, WI - East Troy Airport Open House. East Troy Municipal Airport (57C). Fly-injDrive-in breakfast. Pancakes, eggs & more. 0700-1300. Airplane & Helicopter rides. Homebuilts, warbirds and antique aircraft, antique & classic cars , model trains. Skydiving demonstration raffle with cash prizes. Sponsored by: Friends of East Troy Airport. Contact: Ken Klima , Phone: 414 425-7991, Email: beerguy5738@yahoo.com July 20 - Hanson, MA - EAA Chapter 279 Fly-in Breakfast. Cranland Airport (28M). EAA Colonial Chapter 279, Cranland Airport (28M) . 0800-1100. All you can eat for a $6 donation. Children through 12 years of age half price if accompanied by adult parent. Fly, drive, ride or walk, in rain or shine. Antiques, Classics, Homebuilts, Ultralights . 0800-1100. Contact: Carl Patturelli, Email: eaa279@comcast.net July 23·26 - Wausau, WI - 2008 National Ercoupe Convention. (AUW). Food, fun, fellowship with Ercoupers . Includes factory tours , Young Eagle flights, a picnic dinner, a corn roast, poker fly, spot landing contest, flour bomb drop, aircraft judging, and an awards banquet. Ercoupes, Forneys, Alons & Mooney M-10's welcome. Start Time: 8 am End Time: 10 pm Contact: Syd Cohen, Phone: 715-573 7063, Email : sydlois@charter.net July 25·27 - Brodhead , WI - Hatz - Pietenpol Fly-In. Brodhead Airport (C37). Annual Pietenpol Fly-In and Hatz Fly-In at Brodhead Airport. Seminars and forums for builders and enthusiasts. Free camping on field. Food for purchase each day as well as nearby restaurants. Contact: Mike Weeden, Email: blueleader@wekz.net August 2·3 - Norridgewock , ME - EAA Chapter 736 12th annual " Everything that Flies" Fly-in. Central Maine Regional Airport (OWK). Pancake breakfast, airplane rides, Young Eagle flights Saturday, model airplane demos, food concessions, free admission, primitive camping. Start Time: 7am End Time: 6pm Contact: Michael Watson, Phone : 207-968-2587, Email: psi@ fairpoint. net

Aug. 10 - Queen City, MO - Applegate Airport. 21st Annual Watermelon Fly-in and BBQ 2:00 PM -Dark. Come and see grass roots aviation at its best. Info: 660-766-2644 or 660-665-0210 or ccpha@nemr.net

August 10 - Chetek, WI - Chetek Municipal Southworth Airport (Y23) Annual BBQ Charity Fly-In 10:30 - 3:30 pm Modern, Antique, Unique planes and Warbirds. Antique and Collector cars. Children activities and airplane ride raffle . Water ski show to follow. www. hydroflites.com Contact info: Chuck Harrison 715-456-8415, charleytango@yahoo.com Tim Knutson 651-308-2839, n3nknut@ citizens-tel. net

September 19·20 - Bartlesville, OK - 52 Annual Tulsa Regional Fly-In , Contact 1-918-622-8400, www.tulsaflyin.com October 3·5 - Camden , SC - Woodward Field (KCDN) VAA Chapter 3 Fall Fly-In. All Classes Welcome! BBQ on field Fri Eve . EAA judging all classes Sat. Awards Dinner Sat night. Info: Jim Wilson , 843 753-7138 or eiwilson@homexpressway.net

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Membershi~ Services VINTAGE

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

OFFICERS President Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260-493-4724 chie{7025@aoJ.com

Vice-President George Daubner 2448 Lough Lane Hartford, WI 53027 262-673-5885

gdaubller@eaa.org

Secretary Steve Nesse

Treasurer Charles W. Harris

2009 Highland Ave. Albert Lea, MN 56007 507-373-1674

7215 East 46th St.

Tu l sa, OK 74147

9 I 8-622-8400

(wh@hv511.com

stlles@desk,nedia.com

DIRECTORS Steve Bender

Dale A. Gustafson

85 Brush Hill Road Sherborn, MA 01770 508-653-7557

7724 Shady Hills Dr. Indianapolis, IN 46278 317-293-4430 dalefayeC.m,nsII.coln

sstiO@comcast.net David Bennett

375 Killdeer Ct

Lincoln, CA 95648

916-645-8370

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Jeannie Hill P.O. Box 328

Harvard, IL 60033-0328

815-943-7205

dingllao@owc.llet

John Berendt

Espie "Butch" Joyce

7645 Echo Point Rd. Cannon Falls, MN 55009 507-263-2414

704 N. Regional Rd. Greensboro, NC 27409 336-668-3650

(cl1ld@bevcomm.net

Willcisock @aoi.com

Jerry Brown

Da n Knutson

4605 Hickory Wood Row Greenwood, IN 46143 317 -422-9366

106 Tena Marie Circle

IbrowI14906@aoi.com

Dave Clark

635 Vestal Lane

Plainfield, IN 46168 317 -839-4500

davecpd@;quesl.net John S. Copeland

tA Deacon Street Northborough, MA 01532 508-393-4775 copeland l@jwlO.com

Phil Coulson

28415 Springbrook Dr.

Lawton, MI 49065

269-624-6490

rcoufsonS 16@cs.com

Ladi, WI 53555 608-592-7224

/odicub@cilarter.llet Steve Krog

Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633 /llmper@execpc.com

S.H. "Wes" Schmid 2359 Lefeber Avenue

DIRECTORS

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Robert C. Brauer 9345 S. Hoyne Chicago, IL 60643 805-782-9713

photopilot@aol.com Gene Chase

E.E. "Buck" Hilbert 8102 Leech Rd. Union, IL 60180 815-923-459 I bllck7ac@gmail.com

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5936 Steve Court

2159 Carlton Rd. Oshkosh, WI 54904 920-231-5002

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PO Box 219 New Egypt, NJ 08533 609-758-2910

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Fax (920) 426-48 73

Web Sites: www.vintageaircraft.org, www.airventure,org, www.eaa.org/memberbenefits

E-Mail: vintagea ircra(t@eaa.org

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

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Programs and Activities Auto Fuel STCs .... . ........ . .. 920-426-4843 Build/restore informat ion ..... . .. 920-426-4821 Chapters: locating/organ izing .... 920-426-4876 Education.. .. ..... . . . ......... 888-322-3229 - EAA Air Academy

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Flight Instructor information ..... 920-426-6801 Library Services/Research ... . .... 920-426-4848 Medical Questions.... . ... .. .... 920-426-6112 Technical Counselors ... . ....... 920-426-6864 Young Eagles .. .. . . . . ........ . . 877-806-8902 Ben efits AUA Vintage Insurance Plan ..... 800-727-3823 EAA Aircraft Insurance Plan ... .. 866-647-4322 Term Life and Accidental ........ 800-241-6103 Death Insurance (Harvey Watt & Company) ... . ................. .. .... 1-800-JOfN-EAA EAA Platinum VISA Card .. 800-853-5576 ext. 8884 EAA Aircraft Financing Plan . . . . 866-808-6040 EAA Enterprise Rent-A-Car Program ......... . ... . ... . . . .. . ... 877-GA1 -ERAC

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EAA Membership in the Experi mental Aircraft Association, Inc. is $40 for one year, includ ing 12 iss ues of SPORT AVIATION. Fa mily m em bership is an addition al $10 annually. Ju n ior Membershi p (und er 19 yea rs of age) is ava ilable at $23 annually. All ma jor credit cards accepted for membership. (Add $16 for Foreign Postage.)

Wauwatosa, WI 532 13 4 14-771-1545 shsclimid@mi/wpc.com

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1002 Hea ther Ln. Hartford, WI 53027 262-966-7627 sskrog@aol.cOfn