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AirVenture 2007

At this writing I again find myself

pulling volunteer duty with EM's B-17
Bomber Tour. This time, my trip began
in New Jersey. As I was flying commer
cial into Newark, we passed by the is
land of Manhattan in New York City.
It is always a warm and reassuring feel
ing to see my girlfriend just off shore,
with her torch still flying high over
head. She appeared as beautiful as ever,
forever symbolizing the freedoms this
great nation stands for. Again, I have
had the joy of befriending dozens of
EAA and VAA members all over these
United States. This weekend we are in
the "Queen City" of Cincinnati, Ohio,
being hosted by Warbird Squadron 18.
This is a great bunch of folks, and they
have proven to be wonderful hosts to
the bomber and its crew.
When you receive this issue of Vin
tage Airplane, EAA AirVenture Oshkosh
2007 will be but a memory to those of
us who were fortunate enough to at
tend. It was really a great show. One
of the most surprising and heartwarm
ing statistics I will share with you is the
fact that we, the VM, attracted an all
time record-high number of volunteers
at this year's event. Be mindful that I
am referring only to those deeply dedi
cated individuals who, over the previ
ous 12 months, have volunteered more
than 24,000 hours of total volunteer
time to further the success of our fine
organization. It is with great pride that
I report to the membership of the VM
that we had more than 500 individu
als volunteer at AirVenture during the
2007 event. That's a great number by
itself, but another amazing element to
this wonderful success story is the fact
that the total number of volunteers
continues to climb by 8 percent to 10

percent each year. The word is really

getting out about how much fun and
personal satisfaction can be had when
volunteering. Start planning for next
year: "You gotta be there."

I have had the joy

of befriending
dozens of EAA
and VAA members
all over these
United States.
As most of you are aware, each year
the VAA board of directors makes a
special effort to reward and recognize
these special members, and it is there
fore my p leasure to announce this
year's "VAA Volunteers of the Year."
Please join me in recognizing our 2007
Flightline Volunteer of the Year, Mr. A1
Hallett of West Chicago, Illinois. Al has
been volunteering with the VM flight
line for more than five years now, and
he continuously has proven himself to
be an extremely valued member of the
flightline crew. AI, thank you for your
dedication and tireless efforts to assist
us in providing our membership with a
great convention each year.
We also recognize a "VAA Behind
the Scenes Volunteer of the Year."
With tremendous gratitude we high
light the "behind the scenes" efforts of
Steve Moyer of Lansdale, Pennsylva
nia, for his support of the VAA. Steve
is a longtime volunteer who has many
talents that go a long way in providing
some very special support to our VAA

volunteers. Steve works in the Vintage

data shack (as well as being a terrific
help as a photographer) and pumps
out a great nimber of quality products
in support of our organization and his
fellow volunteers.
While on the topic of this year's
event, the post-AirVenture assessment
of all the activities in the Vintage area
reveals an enormous amount of suc
cess. I tend not to measure our suc
cesses solely in dollar amounts, as it
is more productive to assess what I see
as the true measure of these successes:
the results of watching and listening
to as many attendees as we can. One
particularly notable improvement we
observed, and were particularly pleased
about, was this year's Vintage Aircraft
Awards presentation in the Theater in
the Woods on Saturday night.
I personally fielded at least a half
dozen strong and oftentimes emotional
remarks complimenting the division
on this much-improved program and
its presenters. One of our long-tenured
VAA board members informed me im
mediately after the event that he has
never missed our awards program since
its inception back in the 1970s, and he
had never seen the program conducted
as well as this year's program. Many de
served thanks are offered to everyone
who had a part in this success, includ
ing EM and VM staff, the board of di
rectors, and the many volunteers who
had a hand in the solid improvements
to this program this year. I know what
a home run looks like, and based on
the many positive remarks we heard,
it's apparent that we smacked this one
out of the park!
As a matter of course, we always re
continued on page 38

VOL. 35, No. 10




Straight & Level

AirVenture 2007

by Geoff Robison



Amazing AirVenture 2007

A vintage year for friends and airplanes

by H.G. Frautschy


The Remarkable Bucker Bestmann

A delight in flight!

by Sparky Barnes Sargent


Benny Howard's Racers Return

The resurrection of Benny Howard's Giant Killers, Mike and Ike
by Karl D. Engelskirger


What's New for Vintage Pilots


The Vintage Instructor

" . ..shall become familiar with all available information ...

by Doug Stewart



Type Club Notes

The Technical Corner-Instrument Systems
As originally published in Travel Air Log,
the newsletter of the Travel Air Restorers Association
by Robert G. Lock


Mystery Plane

by H.G. Frautschy

EAA Publisher


EAA's New Reach for the Sky E-Newsletter

Helping people start making their dreams of flight a reality

Tom Poberezny

Director of EAA Publications

David Hipschman

Executive Director/Editor

H.G. Frautschy

Executive Assistant

Jillian Rooker



Managing Editor
News Editor

Ric Reynolds


Classified Ads


Jim Koepnick
Bonnie Kratz

Advertising Coordinator

Sue Anderson

Classified Ad Coordinator

Daphene VanHullum

FRONT COVER: An unusual angle for this shot highlights the strongly tapered wings of this
Bucker Bu 181 Bestmann, restored and flown here in the United States by Richard Epton. De
signed by Anders J. Andersson, the Bestmann has long been known as one of the great training
aircraft of its day. See Sparky Barnes' story of Epton and his Bestmann beginning on page 16.
BACK COVER: High over the broken clouds of the north-central Midwest, Skip Holm pilots the
Keith Rider R-4 replica racer, the Schoenfeldt Firecracker as it rockets along amongst the cloud
pillars. The Firecracker, owned by the Wathen Foundation, was one of the aircraft featured in
front of the VAA Red Barn Hospitality center. For more on this year's VAA activities during EM
AirVenture Oshkosh 2007, please see the article beginning on page 6.
EM photos by EM Chief Photographer Jim Koepnick.

Kathleen Witman

Copy Editor

Colleen Walsh

Director of Advertising

Katrina Bradshaw

Display Advertising Representatives:

Northeast: Allen Murray
Phone 8562297180, FAX 8562297258, email: aJ/mmlirraK"'lIlilldsprillg.com
Southeast: Chester Baumgartner
Phone 7275324640, FAX 7275324630, email: cballlnlll@milldspring.com
Central: Gary Worden
Phone 8004449932, FAX 8167416458, email: gary.wordell@SpclIlag.com
Mountain & Pacific: John Gibson
Phone 9167849593, email: ioilllgibsoll(i!.spclIIag.com
Europe: Willi Tacke
Phone +49 (0) 8841 487515, FAX +49 (0) 8841 496012, email: willi@{lyillg.page5.com


VAAIEAA Reaction to
Taylorcraft AD
As this article was going to press,
VAA staff and the EAA Government
Programs office were drafting a re
sponse to the recently issued Airwor
thiness Directive (AD) 2007-16-14
concerning Taylorcraft lift struts. The
AD, which covers a broad spectrum
of the Taylorcraft fleet, including all
A, B, and F models, requires owners
to have their lift struts inspected us
ing either eddy current or ultrasonic
nondestructive testing (NDT) meth
ods, with the testing being conducted
only by certified NDT inspectors as
defined in the AD and Taylorcraft Ser
vice Bulletin 2007-001. This inspec
tion, due within five hours ' time in
service after August 20, 2007, applies
to unsealed struts built in accordance
with Taylorcraft part numbers A-A815
and A-A84, or their equivalent part
numbers as supplied by other ven
dors. Owners should have received
their copy of the AD via the U.S. mail;
if you've not received a copy, you can
download it from the FAA website at
www.FAA.gov or from the Taylorcraft
website at www.Taylorcraft.com.
In general, we support the con
cept of inspecting the wing struts
for corrosion. This AD is similar in
scope to the Piper lift strut AD first
issued more than 25 years ago, when
internal corrosion caused the failure
of unsealed steel streamline tubing
struts. For this particular AD, we will
be commenting on the need for alter
nate methods of compliance for the
inspection, as well as our belief that
once the initial inspection has been
accomplished, a longer interval than
two years seems reasonable.
Since the AD was issued, we've spo
ken nearly every day with members af
fected by it. Most are concerned with
the rationale used to initiate the AD,
and they have been struggling to gain
access to local NDT inspectors at a rea
sonable cost. They have also expressed
concerns regarding the ability of the
factory to supply replacement struts,


Alan Klapmeier to Speak at

EAA Halls of Fame Dinner

Cirru s Des ign CEO Ala n Klap

meier, a longtime EAA member, will
be the key n ote speaker at the an
nual EAA Halls of Fam e dinn er on
November 9 at the EAA AirVenture
Museum. Alan and his brother, Dale,
began their business with a Cirrus
h om ebuilt des ign, the VK-30 (th e
prototype is on display in th e EAA
AirVenture Museum), in the 1980s.
They moved on to production air
craft, producing the SR20 and SR22,
and in just over a deca de became
on e of the top small-aircraft manu
facturers in the world . At AirVenture
this year, Cirrus announced develop
ment of the SR Sport, a light-sport
aircraft, and just weeks prior to the
con ventio n unve il ed its "the- jet "
personal jet.
EAA m embers are inv ited to at
tend the dinner, which includes the
induction ceremonies for th e vari
ous EAA h alls of fame, including the
Homebuilders Hall of Fame (Randy
Schlitter); Ultra li ght Hall of Fa me

Alan Klapmeier

(M ike Ma rkowski); Vintage Aircraft

Hall of Fame (Chet Peek); Warbi rds
Hall of Fa me (Connie Edwards); In
tern ation al Aerobatic Club Hall of
Fame (Debby Rihn-Harvey, Bill Ker
shner); and Flight In stru ct or Hall
of Fam e (Hal Sh evers, Wo lfgan g
Lan gewiesch e) . Ticke ts ca n be or
dered by con tacting Matt Miller at
mmiller@eaa.orgor 800-236-1 025, or
online at www.EAA .org/hal/of(ame.

as well as the cost from the factory to

convert the vented struts to those that
are "sealed." Members have expressed
hope that other struts with parts man
ufacturer approval (PMA) meeting the
need for a sealed strut will be made
available by other vendors.
The replacement of the vented
struts with new PMA'd or original
equipment manager struts whose de
sign has been modified to be consid
ered "sealed" terminates the repetitive
inspection requirements for the AD.

rosion though 70 percent of the strut

attach fitting welded to the fus elage
lower longeron. The corroded fitting
failed, pulling out of the longeron and
resulting in the separation of the left
wing of the airplane. Renowned sea
plane pilot Dave Wiley and his student/
passenger, Scott Alan Forsberg, died in
the accident. The Taylorcraft factory
has issued Service Letter No. 102-T,
dated September 4, 2007, to address
its concerns regarding maintenance of
this area of the aircraft structure.

Taylorcraft Wing Strut

Attach Fitting

VAA and EAA Comment

on Draft Policy Concerning
Type Certificates

We should also note that the struc

tural failure cited by the accident in
vestigator as the cause of the crash of
a Taylorcraft BF12-65 on July 28, 2007,
is not related to the failure of the lift
strut. According to the investigator, it
was the direct result of undetected cor-

Late this past summer, Edward S.

Chalpin, AIR-110 and AIR-100, and Da
vid Hempe, the FAA's manager of the
Aircraft Engineering Division, issued
a draft policy concerning "Managing
Revoked, Suspended, Surrendered, And

Abandoned Type Certificates (TC) And

Supplemental Type Certificates (STC)."
EAA and VAA are pleased that the FAA
has created this draft policy to deal
with one aspect of the problems asso
ciated with the release of data, which,
coupled with a law pending in Con
gress, will allow those maintaining and
restoring some vintage aircraft to do so
in a safe and cost-effective manner.
We thank the FAA for its attentive
ness to our previous request, made
during previous meetings with EAA
and other industry representatives,
for a procedure that would allow for
the distribution of certain types of TC
data. We understand the difficulty in
dealing with the issues of proprietary
data and intellectual property rights
when creating the policy. Having said
that, there are a number of issues that
we have addressed in a letter dated to
Mr. Chalpin sent at the end of August.
Among them were the following:
Concern that if the law pending
in Congress is not enacted, there is
no clear legal provision for the FAA to
release the data.
Concern that the rule as cur
rently written could be interpreted to
preclude the export of vintage aircraft
from the United States.
Asking for clarification regard
ing this policy and the restoration
of previously unrestored aircraft
that do not have current airworthi
ness certificates.
We believe it should be stated that
while the FAA is not obligated to create
service information, the FAA, in accor
dance with the applicable law currently
included in pending legislation before
Congress, is obligated to release the
data to a third party who may wish to
develop service information.
We stated concurrence with com
ments made by Dave Ostrowski re
garding the issues related to aircraft
produced starting in the 1920s though
1959 under Group 2 and Bulletin 7A
aircraft approvals (more than 600 air
craft that were approved in that man
ner). If the policy in place during the
active use of the TC concerning the
furnishing of data to the Department
of Commerce/CAA/FAA was the same
as it was for TC'd products, then we

agree with Mr. Ostrowski's comment

that these aircraft should be included
within this policy.
We concur with Mr. Robert Lock's
comments regarding the vintage air
craft community's hope that this
rendered TC and STC data would be
considered to have been p laced "in
the public domain" for ready access
by those who have an interest in
maintaining the continued airwor
thiness of Vintage aircraft. The widest
possible latitude for the release of this
data should be available to the agency
so that CAMACO can assist the own
ers/restorers of these historic aircraft
by providing them with appropriate
information. We also concur with Mr.
Lock's comments regarding his con
cerns related to the resources avail
able within the FAA to comply with
this policy, and we look forward to
hearing positive news regarding the
inventory and availability of the data
related to this policy.
As this article was being written,
further comments regarding the ex
port of vintage aircraft were being con
sidered, with a fOllow-up letter being
drafted to address this issue. It should
be noted that this portion of the pol
icy is driven in large part by the stan
dards regarding the support of TC'd
products imposed by other countries.
For the full text of the letter, please
visit www. VintageAircra{t.org, e-mail us
at VintageAircra(t@eaa.org, or drop us a
line at 920-426-6110; we'd be happy
to put a copy in the mail to you.

Enjoy Fall's Colors

in the Tri-Motor
Wisconsin's spectacular fall foliage
can be breathtaking at eye-level, but
it's simply spectacular from the air.
EAA's 1929 Ford Tri-Motor will again
be taking fall color flights October
13-14. Reservations can be made by
calling 920-426-6880 or going online
at www.AirVentureMuseum.org.

Complete the AirVenture

Pilots ATC Survey

Did you fly your airplane to EAA

AirVenture Oshkosh 2007? If so, the
FAA's air traffic control team asks
that you take a few minutes to com
plete a lO-question survey located
on the EAA AirVenture website at
https://Secure. EAA.orgiAirVenture/atc
feedback. html.
Your help will provide impor
tant information that will allow
controllers to continuously im
prove the process to make for
safer, more efficient operations at
future fly-ins.

Vintage Errata
In last month's feature story about
Bob Lock and his Command-Aire 5C3,
we managed to misspell valued contribu
tor Gilles Auliard's name in the credit
line for the author. Our apologies, Gilles!

Copperstate Caps the

Regional Fly-In Season
Copperstate EAA Regional Fly-In of
ficials report that early exhibitor regis
trations for this year's event are running
well ahead of previous years thanks to a
great reception at its exhibit at EAA Air
Venture Oshkosh.
The fly-in is scheduled for October
25-28 at Casa Grande Municipal Airport
(CGZ). Visit www.Copperstate.org for an
updated exhibitors list, as well as every
thing else you need to know about this
year's event. CGZ is located midway be
tween Phoenix and Tucson, Arizona,
just a few miles west of Interstate 10.
The Southeast Regional EAA Fly-In is
scheduled for October 12-14 at Middleton
Field (GZH) in Evergreen, Alabama. For
more information, visit www. SERFI.org.

It's Spooktacular!
EAA's Haunted Hangar
If you live within driving distance
of Oshkosh, consider a fun trip with
your children or grandchildren for
a spooktacular event. The spirit of
Halloween connects with aviation
history at the EAA AirVenture Muse
um's popular annual event as EAA's
Haunted Hangar takes place Octo
ber 19-20 and the following week on
October 26 and 27.
All the lights are turned off in the
museum and spooky guides will lead
guests on an exciting flashlight tour.
Watch out for Halloween ghosts and

surprises as you hear

chilling stories filled with
ghastly aviation history.
Admission to the Haunted
Hangar is just $S per per
son, and all visitors are en
couraged to dress in their
favorite Halloween cos
tume. EAA members and
children S and younger
are admitted free . Reser
vations are not required
but are recommended by
calling 920-426-6880 or
by visiting our secure registration site
at www.AirVentureMuseum.org. Volun
teers are needed for this event. If you
are interested please contact the mu
seum at 920-426-4818.

The Slightly Haunted Hangar

For younger visitors, EAA's Slightly
Haunted Hangar is a fun and friendly
way to celebrate Halloween on Octo
ber 28, 11 a.m.-2 p.m. They'll have
the opportunity to trick or treat, play
games, participate in Halloween "activ
ities, and even come dressed in their
favorite costume. Admission to the

Slightly Haunted Hangar is included

in regular museum admission. EAA
members and children ages Sand
younger are always admitted free.


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Visit the US Bank booth in the North Membership Tent in Member Village during AirVenture!




P.O. Box 3086

OSH KOSH , WI 54903-3086

OR YOU CAN E- MAI L TH EM TO: vintageaircraft@eaa.org

Why, I Remember That Airplane...

Editor's Note: In addition to roles as the computer systems gum

When I saw the cover on the July 2007 issue of Vintage and later as director of the EAA museum (and wearing a variety
Airplane it brought back a memory of some SO years ago. ofother hats as well), Gene Chase served as senior editor ofEAA
I was flying the Utah Oil Refining Company's Cessna publications and editor of Vintage Airplane magazine from
310, N4811 B, out of Salt Lake City and dropped off a 1979 through 1987, and he has remained not only a valuable
passenger at McGowan Field at Boise, Idaho. Always on resource regarding the history ofEAA and its divisions (his wife,
the lookout for old airplanes, I spotted this vintage Travel Dorothy, once served as the office secretary for the divisions), but
Air tied down on the flightline and took two photos also an active EAA/VAA volunteer and all-around nice guy ever
with my aged Kodak 620 (see below). On the back side since his retirement in 1987. Gene was bestowed with the title Di
of the prints is noted: October 18, 1956, Travel Air lO-D, rector Emeritus upon his retirement from the VAA board. -HGF
N418N, SIN 10-2011, Jacobs R-7SS. As I recall, the right
side cabin door had been .--- - - -- - - - - - - - - - - - - - - - - - -- - - - - - - - - - ,
enlarged. Inquiring about
the plane at the FBO office,
I was told the Travel Air was
used to drop bales of hay to
snow-bound cattle in the
nearby mountains.
I am pleased to see this
grand old girl is flying
again, and I congratulate
Ron Waldron and Harry
Wooldridge for their beau
tiful restoration.
Gene R. Chase

Oshkosh, Wisconsin


by H.G. Frautschy

This spectacular
1940 Cessna
finished in Civil
Authority (CAA)
colors is the
product of the
hard work done by
Vernon Heyrman
of De Pere,
Wisconsin. It was
presented with the
Age Outstanding
Monoplane trophy.


ore than a thousand vintage showplanes and campers

parked by hundreds of VAA volunteers. Twenty-two Type
Clubs hosted in the Type Club tent. Dozens of pieces
of sheet metal used to teach sheet metal forming in the
Workshop tent. Thousands of bags of popcorn popped in the VAA Red
Bam Hospitality Center. Zillions of people served at the VAA Help Desk
in the Red Bam. More than 600 VAA participant plaques handed out to
members. About 15,500 flowers planted on the EAA AirVenture Oshkosh
grounds (thanks, Karen and volunteers!). More than 400 volunteers who
pitched in and helped the EAA maintenance department. Approximately
7,600 meals served to those volunteers before the start of AirVenture.
And 2,500 meals served at the VAA's Tall Pines Cafe, cooked and served
by dozens of VAA volunteers. Oh, yes, and nearly 1,200 portable toilets
to provide for the comfort of the volunteers, members, and visitors who
trek over the 1,600 acres of AirVenture grounds.
Numbers are sometimes fun to contemplate, but if you look closely
at the paragraph above, it repeats one word more than any other
volunteer. Without your volunteer participation, the annual EAA
convention simply wouldn't happen. Not like this, anyway. It would
be a lot more expensive, and it probably would not be filled with as
many member-requested forums and displays as there are today. This
annual event has become the go-to destination for people worldwide,
and you and your fellow VAA/EAA members can look at one another
with pride and say, "Yeah, we help create the world's greatest aviation
celebration./I Congratulations to you, the volunteers, to the hundreds
of pilots who take the time and cover the gas money to fly their vintage
airplanes to Wittman Field, to the thousands of members who attend
the convention, and let's not forget the staff of EAA. Sure, it's their job,
but I guarantee you, if it were not for the passion and dedication to
the mission of EAA and VAA I see in the office all year long, the annual
aviationfest we call AirVenture wouldn't come off nearly as effiCiently
and well run. Our thanks to all of you!
But it's not the prospect of swatting Wisconsin's legendary mosquitoes
that brings us to the upper Midwest each summer; it's the vintage
airplanes and our friends who we see each year that brings us back. Let's
take a look at many of the planes and people who make AirVenture the
Singular experience it is.

Wow! And this isn't everybody!

Steve Moyer braved the heights
of the VAA Flightline Shack roof
to capture this shot of many of
the nearly 500 VAA volunteers
who make it possible for the
VAA to host 1,014 showplanes
and vintage campers. Great job,
one and all!

Flightline "Volunteer of
the Year" award recipient
AI Hallett doing what he
does best and with great
enthusiasm, directing
VAA members and their
airplanes to a spot in the
grass in the Vintage area.



"Hey, isn't that a ?" Most people walking by Rick Hamlin's Ryan
knew it looked familiar, but they just couldn't put their finger on
what it was, exactly. Well, it's a Ryan PT-22, modified by the late
Mark Hoskins in the early 1960s. Thanks to sharp-looking wheel
fairings and a 220-hp Continental, the Super Ryan, as it was
dubbed by Hoskins, wowed those who remember it from 40 years
ago. Now owned by Hamlin, a noted Auburn, Cord, and Duesenberg
automobile restorer and a vintage airplane pilot, the Ryan is again
turning heads wherever it goes.
Left: Dave Carlson (left)
and Archie Jones have
just put the finishing
touch on the VAA Red
Barn Hospitality Center,
the VAA windsock. You
can bet they wear their
stickiest shoes!


The new VAA Awards program

now presents all of the VAA
awards within one hour on
Saturday night, and thanks in
part to the volunteer efforts
of emcee David Clark (one of
the VAA's judges, unfortunately
not shown in this photo), the
program came off beautifully.
Seated on the left, VAA
President Geoff Robison joins
the crowd in acknowledging the
efforts of the VAA judging corps,
who were all asked to stand
and receive the appreciation
ovation. Shown are (back row,
left to right), Dean Richardson,
Dan Knutson, and Tim Popp,
and in the front row, Geoff, Dale
Gustafson, and Don Coleman.

The Grand
Award went to
Bill Rose's 1956
de Havilland
Chipmunk. So
often the sheet
metal on a
vintage airplane
used for flight
training can look
a bit like a lumpy
burlap sack, but
not this excellent airplane. The sheet metal and nose bowl looked
as though they'd just been created by the de Havilland factory, and
the rest of the airframe was equally as expertly finished.

John Watts does his thing as he

works the taxiway in the Vintage
parking area. John travels to
AirVenture every year from San
Diego, California.

Lars DeJounge has the only flying Saab 91 Safir in the United States. Designed by legendary Swedish
engineer Anders J. Anderson, this Safir was built in Linkoping, Sweden, late in 1961 and first
registered in March 1962. Anderson also designed the Biicker Bestmann (see the article starting on
page 16), and the two aircraft share many similar characteristics. The type was originally built as a
training aircraft for both the Swedish and Finnish air forces.

It was fun to see

the 1950 Anderson
Greenwood AND-51-A
on the flightline. Winner
of the Classic Class II
(81-150 hpJ Bronze
Lindy, David Powell's
neat restoration of this
rare Classic category
airplane (there are six
currently registered)
drew admirers
throughout the week.


10 OCTOBER 2007

The subject of one of

next month's full-color

in Vintage
Airplane, this is the
Antique Golden Age
(1918-1927) Champion,
Chuck Wentworth!
Antique Aero's
restoration of John
Seibold's Stinson SM-1B,
the only one left.

TelT}' Chastain lands the Waco QCF restored by the folks at Old Style Aircraft Company of Creve Coeur,
Missouri. Special arrangements were made to designate a strip of grass south and slightly west of Runway
36L as a grass landing strip. Don't wony, Teny didn't land short; those cones highlight a spot in the grass
a bit smoother for touchdown! The QCF was presented with the Grand Champion Gold Lindy award.

Each Saturday during

the convention, the town

of Shawano, Wisconsin,

hosts a fly-in for those

pilots at AirVenture

who'd like to "fly-out."

This year's "fly-outers"

gathered for a group shot

with VAA Director Jeannie

Hill (center, kneeling)

prior to their early

morning departure.

The Antique airplane judges.

The Classic airplane judges.



The VAA Tall Pines Cafe

is the place on the field
for a great breakfast.
Cooking the pancakes
in the foreground is
Jim Roberts, and the
scrambled eggs are
being herded around the
grill by Chuck Sandager.
You can't see him
very well in this shot,
but Mike Hoag is also .
helping in the kitchen.

Mary Lynch of Green Bay,

Wisconsin, and David Carlson
of Monticello, Minnesota, spent
much of their day delivering
bags of ice and bottles of water
to hundreds of VAA members
camping in the Vintage aircraft
parking area. The construction of
an insulated box to carry the ice
allowed Mary and David to range
far afield before having to return
to base for more supplies. We
caught up with them well south of
the Runway 36 threshold, about
Row 135. Like the many John
Deere Gators lent to EAA for the
convention by John Deere, this
Gator proved to be invaluable in
serving the members' needs.
12 OCTOBER 2007

A pair of award-winning Waco QCFs from Rare Aircraft of Owatonna, Minnesota, rest in the Antique
parking area. On the left is the Antique Reserve Grand Champion, a 1931 Waco, while to the right is
the Silver Age (1928-1936) Champion, another 1931 model QCF.

Michael Kosta, co-chainnan of VAA Flightline Safety,

steps toward the cockpit as Glenn Peck, the restorer
of the Historic Aviation Museum's de Havilland DH
4M2A, shuts down the mighty Liberty engine in mid
afternoon on Friday.

Oxyacetylene welding and many other sheet

metal skills were taught and demonstrated in
the Workshop tent located between the Red
Barn and the Type Club tent.


The relief of finally making it to Oshkosh

shows on Glenn's face as he greets friend
Don Parsons after his alTival. The odyssey
began the previous Saturday, and only
through tremendous perseverance did
he continue the flight from Creve Coeur,
Missouri, to Oshkosh. We'll have more
on this one-of-a-kind biplane, and Glenn
Peck's restoration, in an upcoming issue
of Vintage Airplane. While the DH-4 did
alTive after the judging deadline had
passed, the judges were unanimous that
a special Antique Judges Choice award be
presented to Glenn and AI Stix for their
massive mailplane.


The Type Club tent hosted 22 type clubs from around the
country, each a committed group of folks who enjoy flying
and restoring their favorite airplanes.

Lorraine Morris and her husband,

Ken, were two of the volunteers who
hosted and demonstrated the proper
techniques for hand propping a
vintage airplane. The demonstrations,
held just east of the Red Barn
Hospitality Center, proved to be
among the most popular of the VAA's
educational programs.

The VAA board of directors and executive director (kneeling) pause for a group photo after the annual
business meeting. Each of these folks dedicates hundreds of volunteer hours over the course of the
year. (Except for yours truly, [kneeling] who gets paid to work with these fine folks.) Veteran VAA
photographer Jack McCarthy kept muttering something about "herding cats" when referring to trying
to gather the group for the shot. I'm sure none of us knew what he was talking about
14 OCTOBER 2007

Left: Tom Poberemy speaks and Buck Hilbert

presents the Dorothy Hilbert Volunteer Award,
presented each year to a female EAA volunteer
who exhibits the same passion, dedication, and
devotion for volunteerism as did the late Dorothy
Hilbert. Buck Hilbert created the award to honor
the memol)' of his wife, steadfast EAA volunteer,
who passed away last year. "Dorothy was a
dedicated 3S-year volunteer at AirVenture," Buck
said. "She was known as the 'Hangar Queen at the
Wearhouse' because she has helped organize all
of the women volunteers." The inaugural recipient
of the award is Dolores Neunteufel, who chairs the
EAA AirVenture Assistance Center. "Dolores is one
of those 'quiet volunteers' who has always worked
behind the scenes and not in the spotlight," said
Sandy Marsh, chairman of the Activities Center.
"She has always been willing to do whatever
it takes to get the job done."


VAA Volunteer Center Chairwoman

Anna Osborn chats with a volunteer.
Anna and her volunteers processed
more than 500 volunteers over the
course of the week.

The Grand Champion Classic is this vel)' neat Cessna 170 belonging to Steve Jacobson of Fort Worth,
Texas. Steve tells us that if he'd really known in advance what it would take to restore it, he'd have
walked away. After admiring both the interior and exterior, I'm pretty sure he's glad he didn't think
about it too hard.


A delight in flight!


'chard Epton is one happy

pilot, and he radiates an in
fectious enthusiasm when
e describes his Bucker Best
mann. He's owned other airplanes,
but the Bestmann is something spe
cial to him, and not just because it's
the only one actively flying in the
United States (one is on display at
Fantasy of Flight in Florida), but also
because of its classic good looks and
excellent performance.
"It's incredibly responsive on a
16 OCTOBER 2007

flyby when you waggle the stick. If

you do that in a Tiger Moth noth
ing happens, but do it with a Bucker
and it goes knife-edge," says Epton,
his cheerful countenance aglow, add
ing, "For a 1940s airplane, it was way
ahead of its time."

Brief Biicker Histol)'

A brief look at the history of Bucker
aircraft shows that in the early 1920s
Carl Clemens Bucker, a naval avia
tor who had taken his flying career

to Sweden from Germany, started

an aircraft company called Svenska
Aero (known today as SAAB). About
10 years later, Bucker moved back
to Germany and named his new air
craft company Bucker Flugzeugbau
GmbH. In 1933, Anders]. Andersson,
his chief engineer, designed and built
a two-seat trainer, the BU-131 ]ung
mann, in less than six months. The
small biplane was fully aerobatic and
economical to operate and soon went
into production for the Luftsportver

"It's incredibly

responsIve on a
flyby when you
waggle the stick.
If you do that in
a Tiger Moth
nothing happens,
but do it with a
Bucker and it
goes knife-edge."

for production in the United States,

but by the 1960s they began enter
ing the country and were classified
as experimental-exhibition or exper
imental-amateur-built, depending
on how they were built. Their origi
nal engines, such as the Hirth, Tigre,
or Siemens-Halske, have often been
replaced with more reliable Warner,
Lycoming, or LOM (Letecke opravny
Malesice) engines. over the years.

The Bestmann

-Richard Epton




The wings are ready, and the fuselage is a work in progress.

band, a civilian flying association.

In 1934, the need arose for a sin
gle-seat advanced trainer that was
more aerobatic, and the BU-133 Jung
meister was designed. Other aircraft
were also designed by Bticker Flug
zeugbau GmbH, including the two
place, low-wing Bti 180 Student; a

two-place Bti 181 Bestmann; and a

single-place Bti 182 Kornett. In the
following years, several other coun
tries, including Switzerland, Japan,
Spain, and Czechoslovakia were li
censed to build various models of
Bticker aircraft.
Bticker aircraft were never licensed

The prototype Bticker Bu 181 Best

mann took to the skies in early 1939,
and production of this model began
the following year at the Bticker fac
tory in Germany, where it continued
throughout World War II. The Best
mann was a primary trainer for the
German Luftwaffe, and it quickly be
came quite popular for several rea
sons. For one, it allowed an instructor
and student to sit side by side in the
comfort of an enclosed cabin, as op
posed to the earlier Bucker models,
which had tandem seating and typi
cally an open cockpit. Its aerobatic
capabilities, combined with its rapid
and fluid response to control input,
allowed students to learn basic com
bat maneuvers. And its long fuselage
and narrow gear encouraged students
to develop the skills required for tran
sitioning to the fighter of the day, the
Me109. The Bestmann was also used
for liaison work and towing gliders
and was licensed for production in
several countries, including Czecho
slovakia, where Zlin continued post
war production of the Bestmann (Zlin
Z-381) after the war.
It's estimated that around 7,000
Bestmanns have been built under li
cense in at least 23 European coun
tries since production first began.
One interesting historical note is that
the Bucker Student and Bestmann
designs inspired the successful post
war Zlin 26 series aerobatic aircraft.
Notably, during the first FAI World
Aerobatic Championships held in
1960 at Bratislava, Czechoslovakia,
Zlin Z-226As were the top competi
tors, winning first, second, and third
places. Additionally, according to
Steve Beaver of Columbus, Ohio, who


Now here's a nice clean engine room.

The spacious cockpit of the Bestmann.

has restored both Zlin and Bucker

aircraft, "There are many similarities
between these aircraft, to the extent
that a lot of components are inter
changeable, particularly in the land
ing gear and control system."

Epton's Bestmann (s/n 145) is a
handsome example of the Czecho
slovakian-built Z-381 and was manu
factured in 1949. Previous owner Joe
Moriarty of Phoenix, Arizona, im
ported the aircraft in September 1981
from Karl Wittig of Gande Kasse, Ger
many. It was shipped to Houston ,
Texas, where it was reassembled, in
spected, and test flown before being
flown to its new home in Arizona.
According to Epton , Moriarty
flew it for many years and then dis
assembled it. "Joe is an outstanding
gent, and he had decided it was time
to restore the aircraft. Its fuselage is
wooden monocoque construction
and the wings and tail are wood as
well, so he found a brand-new fuse
lage somewhere in Europe," recalls
Epton, adding, "and the aircraft was
finished by a gentleman called Joe
Krybus in Santa Paula, California.
He's the guru in Bucker aircraft, and
he also installed a new LOM 332B
four-cylinder inverted, in line engine,
with a constant-speed prop . Origi
nally, the aircraft had a 105-hp Hirth
HM 504 engine."
Beaver further explains the advan
tages of the LOM engine, saying, "It
has true multipoint, timed fuel in


jection and an overhead cam, like a

modern car. It is a very modern en
gine that runs more like a Honda
than a Lycoming! Unusually, the su
percharger can be engaged or disen
gaged in flight, so it produces 160 hp
when the supercharger is engaged
and 140 hp when it is turned off."
Epton purchased N94245 from Mo
riarty in July 2006 and requested the
willing and capable help of Beaver,
who also owns and flies a Bucker Jungmann, to fly it home to Brooks, Georgia. Reflecting on that flight, Beaver
says, "It was a privilege to fly Richard's
Bestmann from Phoenix. Even though
N94245 has pic k ed up a f ew pounds
over the years (as have I), the supersmooth LOM engine makes it quite
a sprightly performer. The engine
driven supercharger made light work
of the density altitudes I encountered
around Albuquerque and Tucumcari."
Epton just couldn't wait for the
Bestmann to arrive in Brooks, so
he devised a way to meet Beaver en
route. "True enthusiast that he is,
Richard scrounged a ride to my last
fuel stop in Wetumpka, Alabama,"
explains Beaver, "and we were able to
make the last leg of the trip together.
For me, that was the icing on the
cake. As wonderful as old airplanes
are, it is the friends you make while
playing with them that makes this
obsession so great!"
Since Epton lives on an airstrip, it's
been easy for him to fly the Bestmann
on a regular basis. To date, he's logged
nearly 100 hours on it and has enjoyed






Close-up view of the main landing gear.

every minute of it. Epton isn't the only

one who's enamored with the Best
mann. So were the judges at the 2007
Sun 'n Fun Fly-In at Lakeland, Florida,
who gave it the Most Unique Classic
Aircraft award. And in July 2007, the
EAA AirVenture Oshkosh judges gave
it the Outstanding Limited Production
award in the Classic Awards (Septem
ber 1945 through 1955) category. For
both of these awards, Epton is quick to
credit the efforts of restorers Joe Krybus
and Joe Moriarty; Moravia in Thun
der Bay, Ontario; Pavel Novak in Brit
ish Columbia; and the members of the
Bucker owners club, especially "Bucker
Boys" Steve Beaver and Brian Karli.

An Englishman in Georgia
To better appreciate Epton's delight
with his 58-year-old Bestmann and

aviation in general, it helps to know

a bit more about this Englishman. He
fondly recalls how, as a child, he helped
his father, Eric Claude Epton, milk the
cows in a cold milking shed while
listening to "his tales of how Hurri
canes and Spitfires chased Heinkels
and Junker 88s all over the Lincoln
shire countryside, known as Bomber
County, and how he had heard the
roar of the Merlin engines in Lancast
ers. We made frequent visits to the
old runways and airfields, which he

had visited as a lad, and I in turn took

my son to the very same fields . I was
hooked, and it was simply a matter of
time before I became airborne!"
Epton has been flying now for
about 20 years and was first involved
in the world of microlight flying in
h is home country, where it 's quite ex
pensive to learn to fly. When he relo
cated to the United States in January
1990 to establish a company for one
of his English clients, flying become
much more feasible and accessible to
him. "I came over with
my wife, son, dog, and
grandfather clock," he
says congenially, "and I
started a business which
is now very successful. I
import refrigeration dis
play cases and supply
th em to conventions,
as well as selling via a
dealer network through
out the USA."
By the mid-1990s,
Epton completed his
student pilo t training
at Peachtree City and
earned his pilot certifi
cate. Then he bought
an Ercoupe pro ject and,
chuckling, says he "won
dered how my transition
was going to be from
The aerobatic Bestmann has seats that were de 'super light' to 'heavy
signed to comfortably accommodate parachutes, metal Ercoupe.' It was
while a cargo net keeps items securely stowed in the great, and I flew it for 14
baggage compartment.
years, then so ld it and

bought a Super 260 Navion, which

we restored and made pretty. Then I
bought a twin Navion, which my 22
year-old son, Richard, soloed wh en
he was 19, and he's got 1,000 hours
now. And to think when I was a teen
ager, I was only driving a tractor!"
Epton also owned a Tiger Moth
prior to the Bestmann and, with h is
jovial sense of humor, describes it as
"a fabulous plane. Every Englishman
should own one. It's the epitome of
flight in Great Britain-just stick and
rudder. Actually, it's a grea t t rain er
because it highlights your shortcom
ings as a pilot without breaking any
thing. So my transition to the Bi.icker
was an easy one because the engine
is upside down, as the Americans say,
and the propeller turns the 'wrong
way,' as did the Tiger Moth's."

The Numbers
N94245 holds 32 gallons of fuel in
its fuselage tank, located directly be
hind the seats and just below the bag
gage compartment. Handily, the gas
cap has a dipstick-similar to an oil
cap-so the fuel level can easily be as
certained visually. The Bestmann is a
good short-field performer, taking off
in 918 feet and landing in 459 feet. It
has an empty weight of 1,166 poun ds
and a payload of 704 pounds (less for
aerobatics), so with a full load of fuel,
512 pounds are available for pilot, pas
senger, and baggage on a typical flight.
The efficient Czechoslova kian
built LOM 332B engine burns fe wer

Above: Close-up view of the split flap.

Left: This Bestmann is powered by a
Czechoslovakian LOM 332B engine of
140 hp (or 160 hp when supercharged).
The Bestmann opens wide for easy ac
cess to the cockpit and engine.




Son Richard and his lady friend, Dee, flew a D16A Twin NaYion to the show, and
Epton flew his Bestmann.



than 7 gallons per hour, according

to Epton, "at an economical cruise of
about 115 to 117 mph. If you want
to burn more gas, you can engage the
supercharger. I normally fly for two
hours before refueling, but you could
fly safely three hours, with a reserve
remaining. So Lakeland, Florida, was
an easy shot from my home in Brooks.
I flew halfway, landed in Thomasville
for gas, and then came straight on
in to Lakeland. The weather was per
fect, with a high overcast that kept
the sun off my head. I've tinted the
top glass of the aircraft because it is a
greenhouse when the sun is shining
directly on you."
The nearly 6-foot 9-inch tall
Bestmann sits a bit high on its narrow gear, yet Epton finds that its

Joe Moriarty with N94245 in Phoenix, Arizona.

Steve Beaver with the Besbnann, upon aniYal at Epton's home in Brooks, Georgia.

ground-handling characteristics
are very good, with its large cableoperated rudder and effective brakes.
The fully swiveling tail wheel has
an oleo-spring shock strut, as do the
main gear. The ailerons and elevators
are activated by push-pull rods that
glide easily through their bushings
and require only the typical light-as
a-feather Bticker touch. The ailerons,
elevators, and rudder are fabriccovered, and the tail group is of wood
construction (fabric-covered ply
wood on the horizontal and vertical
stabilizers), as are the tapered, canti
levered wings, which have a span of
34 feet 9 inches. From nose to tail,
the Bestmann measures 25 feet 9
inches, and its wooden monocoque
fuselage has a steel tubing framework
protecting the cabin area.

ADelight in Flight
Although the Bestmann's inte
rior has a rather Spartan appearance,
Epton finds that it's a very comfort
able airplane and functional as well,
since the seats are designed to ac
commodate seat-style parachutes and
the instrument panel and controls
are easily accessible from either seat.
Since visibility over the nose is ex
cellent, Epton doesn't need to S-turn
while taxiing, and in flight visibility
is even better. That, combined with
its quick responsiveness, makes it a
pleasure to fly.
Describing his first flight in the
Bestmann, Epton says, "It was in
Phoenix, where it was 105 degrees.
We had a heavy load. I was in the
left seat, where the only brakes are,
and the other pilot was in the right
seat, with plenty of fuel. We taxied
for 25 minutes, and I'm wondering
just how we're going to do. Takeoff

asks for 15 degrees of flap, and with

steady application of full power the
aircraft accelerates smartly in a three
point attitude. He said, 'Don't push
the stick, just open the throttle and
stay dead straight. At 45 mph, put
one finger on the stick and move it
forward one inch, feel the tail come
up, and then at 55 mph move it back
1 inch'-and it gently becomes air
borne. It's a throaty, noisy little rascal
on takeoff, as it has straight pipes of
only about 10 inches. Then with the
split-style flaps retracted, speed in
creases very quickly to the best climb
speed of 80 mph, and by the time
you level off at cruise, the airspeed is
around 115 mph."
The Bestmann is well-behaved dur
ing landings, provided the pilot stays
alert, as in any tailwheel aircraft. Ep
ton describes the procedure this way:
"With 15 degrees of flap at 115 mph
(or less) slowing to a downwind speed

2 1

Here you can easily see two of the

four metal straps that run lengthwise
on the wooden monocoque fuselage.
The straps distribute the load of tow
ing gtiders.
!Z reveals just how much of a delight in
~ flight it really is. "Like its brethren,

This Bestmann was built for towing

gliders. Note the tow hook aft of the
tail wheel.

of 80 mph, you turn base at 70 mph

and fly final at 65 mph with the full
45 degrees of flap. Touchdown is
around 50 mph and the aircraft may
be three-pointed, or wheel landed,
though attention must be paid to
rudder input as she will 'smell the
22 OCTOBER 2007

the Bestmann is a good aerobatic per

~ former. The controls are very light,

~ smooth, and perfectly balanced," ex

~ plains Beaver. "They just beg to be
~ exercised to the full! Rolls are partic
~;jjI!i<'I:;l;;,l ~ ularly easy to perform, and despite
Cl. its relatively high aspect ratio wings,
clover' if you are slow or too heavy there is little adverse yaw. The only
on the input."
thing the pilot must watch is that like
Beaver also praises the Bestmann's many older aerobatic monoplanes,
flying characteristics. "In flight, the though it handles well-flown aero
Bestmann clearly shows its wonderful batics with ease, a poorly flown ma
heritage. As with all of Andersson's de neuver can get you into trouble. The
signs, it has a combination of stability Bestmann is quite clean and will pick
and maneuverability that seems nearly up speed in a hurry."
impossible. How can an aircraft have
With the airplane's incredible re
such powerful, positive stability and sponsiveness, comfortable cabin,
yet be capable of any and all aerobat great visibility, and efficient, power
ics with just the pressure of your little ful engine, it's no wonder that Epton
finger? Aircraft with such immaculate displays such a happy countenance
handling are rare indeed. The SIAI- whenever he flies, or even talks about,
Marchetti SF260, Fournier RF4, Swear his Czechoslovakian-built Bestmann.
ingen SX300, and the Zlin (Z-226 and It's a likely bet that he'll be flying
Z-526) are the only aircraft I have flown N94245 for many years to come, so if
that are in any way comparable."
you're in the southeastern portion of
And the Bestmann, similar to the the United States, be sure to keep an
Jungmann andJungmeister with their eye open for a transplanted English
instantaneous response to an experi man flying this handsomely restored,
enced pilot's knowing touch, quickly award-winning classic.

Benny Howard's

The resurrection of Ben ny Howard's

Giant Killers, Mike and Ike




After nearly 60 years in relative

obscurity, Benny Howard's origi
na l 1932 Howard DGA-S air racers,
Mike and Ike, are undergoing resto
ration to airworthy condition. My
business partner Tom Matowitz

Above: Benny Howard's Mike. The

registration currently on the airplane
is not the original number issued to
the racer, Mike's original registration
number of NR55Y is now registered
to Gus Limbach's Gusty homebuitt
aerobatic airplane, while Ike's original
number is assigned to Kim Kovach's Ike
Left: Ike's original cowl and Menasco
8-6 Buccaneer engine await restoration.


and I were able to obtain both air

planes from their longtime owner,
Joe Binder. Binder purchased the
vintage National Air Races aircraft
in the early 1950s with the hopes
of restoring both airplanes, but he
never quite accomplished his goal.
Other than brief appearances at Os
hkosh in 1991, and Mike's brief stay
at the Crawford Museum in Cleve
land during the mid 1990s, both air
planes have been out of public view
for more than half a century.
The restoration process began
in early May 2007 at our shop in

We are very

fortunate that

both airplanes are

virtually complete

and in amazing

condition considering

their age.

Hinckley, Ohio . It is our goal to

have Mike back in the air in roughly
three years and Ike airborne shortly
thereafter. We are very fortunate
that both airplanes are virtually
complete and in amazing condition
considering their age . With the ex
ception of Mike's original Menasco
B6S engine, an original Bosch mag
neto SWitch, and a few sheet metal
fairings, all of the parts are pres
ent. It is our goal to restore the
airplanes as close to original con
dition as possible. In the interest
of safety, a few modifications will

Ike's Benny Howard stablemate, Mike. The early versions of the airplanes were distinctly different in
appearance, with Ike sporting a pair of tandem-wheel main landing gears. Later, when Ike's gear was
revised to the standard two-wheel gear configuration, only differences in the markings and nose bowl
configuration (plus, of course, the different markings and aircraft registration numbers) made it possible
to tell the differences between the two racers.



Moving day after the sale. Except

for a visit to EAA during the annual
fly-in and convention in 1991 for
EAA's celebration of the Golden Age
of Air Racing, and a display of Mike at
the Crawford Museum in the 1990s,
neither airplane had been out of the
garage since Joe Binder's purchase
from Benny Howard in the late 194Os.
Thanks to the efforts of Binder, both
airplane projects were complete.

Mike and Ike in the Ohio sunshine. Mike's restoration is further along, and the
plan is for Mike (now equipped with a Czech LOM inline engine) to be completed
first, followed shortly by Ike's restoration.

include the installation of brakes,

ta il w h eels, and a Czech M-13? A
en gin e to power Mike.
To th e best of our knowledge,
Be n ny Howard's Mike and Ike are
likely the only original Thompson
Trophy racers with any potential of
retu rnin g to airworthy status. Both
have great h is t orical importance:
Mike placed third in the Thompson
Trop hy Race in 1933 and won the
Greve Trophy in 1935, and Ike held
th e inverted world speed record dur
in g the mid 1930s. When Ike returns
to the air after an 80-year hiatus, he
will be powered by the original six
cylinder Men asco Buccaneer that he
had wh en h e left Benny Howard's
Kansas City shop in July of 1932.
Please follow our progress by visiting
our website at www.FlyNOMA.org........

Mike's uncovered fuselage highlights it

as a racer: short, with its graceful aft
neatly streamlined behind the inline
six-cylinder Menasco engine.


Charles and Barbara Hagen

Bradenton, FL

Charles began aviation career

in the u.s. Navy in 1958
Pilot with American Airlines
from 1965 to 1996
Purchased NC29925
Waco UPF7 in 1996

/II searched for an insurance company that had a reputation

for great service at a reasonable cost. AUA fit that bill. Many
insurance companies did not want to insure antique aircraft
and those that did wanted a premium to do so. AUA has,
is, and will be my insurance company. AUA should be
considered by anyone thinking of insuring an airplane./I

- Charles Hagen

AUA is Vintage Aircraft Association approved. To become a member of VAA call 8oo84336J2.

AUA's Exclusive EAA Vintage Aircraft Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages
ports endorsements

for vintage pilots

Organized Weather Briefings

Sometimes all the web-based downloads you can find are
still not enough, and that's when Sporty's Weather Briefing
Cards can help pilots organize information from weather brief
ings . You can fill in information in the appropriate spaces on
the kneeboard-size cards, wh ich are organized in order of in
formation given. A pad of 50 (item number 1362A) sells for
$3.95. For more information call 800-776-7897 or visit www.

DVD Offers Through-the-Helmet Look

at TIG Welding
HTP America Inc. now offers
a new DVD designed to bring
novice welders up to speed on
TIG welding. The 70-minute in
structional video, Welcome to
the World of TIG Welding, pro
vides explanations and exam
ples of the TIG welding process.
Call 800-872-9353 or visit www.
USAWeld.com to order.
28 OCTOBER 2007

The Smithsonian's National Air and Space Mu
seum and National Geographic present the his
tory of flight in FLY NOW! The Poster Collection
of the Smithsonian National Air and Space Mu
seum, which spans nearly two centuries of aer
ial adventure and air travel. The images in FLY
NOW/-some never before published-are culled
from the National Air and Space Museum's collec
tion of 1,400 aeronautical posters. Each tells a
story of flight, from the hot air balloon to the sleek
777 Worldliner jet. The earliest poster dates from
1827. The book, by Joanne Gernstein London, a
curator at the National Air and Space Museum, is
the companion volume to the FLY NOW/ traveling
exhibition. It is also a companion to America by
Air, a new exhibit opening at the museum's flag
ship building on the National Mall in Washington
in late 2007.
Published by National Geographic Books, the
book is available for $25 at your favorite local
bookstore or online retailer.





Cessna 120/140 Fuel Valve

The folks at Univair in Aurora,
Colorado, never seem to stop
solving vexing problems for vin
tage airplane owners. This time
the beneficiaries of its engineer
ing and manufacturing expertise
are the owners of Cessna 120 and
140 series airplanes. Ever since
Imperial/Gould discontinued
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EAA SportAir Sponsors:





" .shall become familiar with all

available infonnation... "
The first day after my arrival home from EAA AirVen
ture Oshkosh '07, with virtually no time to savor all
the wonderful experiences of that annual pilgrimage, I
found myself in my office, catching up on phone mes
sages and mail as I awaited the arrival of two clients in
their Cardinal, who were to begin their training for the
commercial certificate. I had my handheld transceiver
turned on to monitor the UNICOM frequency and thus
give me a heads-up on their imminent arrival.
Prior to tuning to the UNICOM frequency I had lis
tened to the automated weather observation system
(AWOS), not only to see if my weather observations
matched those of the robot stationed at the north end
of the field, but also to see if any of the pre-recorded
announcements had changed. Indeed , nothing had
changed there. The usual announcement of Runway
21 being the preferred calm-wind runway remained
the same. As well, the notice to airmen (NOTAM) re
garding the UNICOM frequency change that had be
come effective back in the beginning of March was
still being broadcast.
When I heard my client announce entering the 4S de
gree for the downwind to Runway 21, I headed out to
the ramp. Sure enough, the windsock was hanging quite
limply, so my client had made the proper choice of run
way. But as I continued my survey of the field, I noticed
a Super Cub turning base to final for Runway 03. Most
Super Cubs have radios, but I didn't hear this pilot an
nounce any of his intentions.
Perhaps this was one of those tailwheel pilots who
doesn't like to use the radio unless he has to . Or per
haps it was a NORDO (no radio) Super Cub. Whatever
the case, the pilot certainly seemed to know how to fly
his airplane as he executed a beautiful short-field land
ing, touching down on his large tundra tires in a perfect
three-point landing.
As the Cub taxied up to the self-serve fuel pump I
strolled in that direction. (By now, my inbound cli
ent was on a mid-field downwind for Runway 21.) As
I approached the Cub, it looked very familiar, and I
30 OCTOBER 2007

realized that the pilot of this PA-18 had been a for

mer client of mine. Indeed he had been one heck of a
challenge for me, as an instructor. His stick and rud
der skills were wonderful, so that had not been the
challenge. What had been a Sisyphean chore for me
was trying to help this pilot in overcoming his haz
ardous attitudes. At the forefront of these was his
anti-authority attitude.
Prior to coming to me as a student pilot, he had been
flying all over the place, without any current endorse
ments, and furthermore , carrying passengers. It was dif
ficult getting through to him that his actions would be
frowned upon by the FAA. He feigned having difficulty
understanding why he couldn't fly hi s Cub, minus a
transponder, over Class C airspace. I could continue the
list but would run out of space before I finished.
The pilot, who shall remain anonymous, climbed out
of the Cub with an excited, "Hey, Doug. Check out the
mods I've done to my Cub!/I He was eager to show me
not only a new 200-hp Lycoming engine, but also all the
improvements to his panel. It was no longer a NORDO
Cub, what with some of the latest and greatest in small,
space-saving avionics now installed in his airplane. Not
only a transceiver and transponder graced the panel, but
a panel-mounted Garmin 496 was there, as well.
As I walked up to get a closer look my clients were
now touching down on Runway 21. The pilot of the Cub
said to me: "Can you believe those folks in that airplane
that just landed. They not only didn't announce a single
word on the UNICOM, but th ey landed on the wrong
runway as well. Someone should say something to them
before they hurt somebody!/I
"Sam,/I (I won't use his real name here) "what fre
quency were you on?/I I asked. "122.8," he replied . "Uh
... did YOll listen to the AWOS before you got here?" I
now asked . "No, I just came overhead and looked at the
sock ... you know those AWOS things ... can't ever
trust 'em," he responded. "And what was the sock doing
when you looked at it?" was my next question. "Hang
ing limp," he said.

"Well, Sam, if you had listened to the AWOS, in ad

dition to all the pertinent weather information, like
the ceiling, winds, and altimeter setting, you would
have also heard that the preferred calm-wind runway
is Runway Two One. And if you had listened further,
you would have heard that 'effective March I, 2007, the
new UNICOM frequency for the airport is 123.05.' It's
been changed for five months now, Sam." A pained look
of embarrassment started to spread across Sam's face .
"And even if you hadn't listened to the AWOS, if you
had looked at a current sectional ... Uh . .. you do have
one, don't you, Sam? The new
ones came out back in the be
ginning of May . .. you would
have seen the new frequency
published there." I hoped I was
having some impact. "But Doug,
I looked up the frequency on my
new GPS," he proudly said, "and
it had 122.8 there, too."
"Well, Sam, is your database
current? Let me check," I said,
as I climbed into his cockpit,
turned on the master switch,
then the avionics switch, and
watched as the Garmin 496
came to life and annunciated
the database date as August
2006. "Sam, your GPS database
is a year old . Don't you think
it's time to update it before it
leads you into some serious
trouble? Well, these are my cli
ents taxiing in here. I've got to
go now. It looks like not too much has changed over
the years, has it? Oh well ... keep your airspeed up."
But you know, the real sad thing is that "Sam" is not
alone! It is almost a daily occurrence that someone lands
at the airport, against the flow of all other traffic but
oblivious to it, not only because they aren't using the
most important piece of equipment in their cockpit,
their eyes, but because they are on the wrong frequency.
I hate to say it, but I sadly fear that it is only a matter of
time before there is a head-on collision between aircraft
on the runway.
When we wake up and realize that almost every reg
ulation is there to try and save us from our own igno
rance, then we might start to pay a little more attention.
Like FAR 91.103, Preflight Action, which states, in part,
"Each Pilot In Command shall become familiar with all
available information concerning that flight." (Capital
letters are my emphasis.) The FARs mention specifically
that this includes "Runway lengths at airports of in
tended use, as well as takeoff and landing distance infor
mation," and "if under IFR or a flight not in the vicinity
of an airport, weather reports and forecasts, fuel require-

ments, alternatives available .... "

Nothing is said, specifically, in 91.103, about NOTAMs,
which might include frequency changes; navaid outages;
airport closures, both temporary as well as permanent;
fuel availability, or the lack thereof; the activity of SUA
(special use airspace); and that old bugaboo, especially
post September 11, TFRs. Nothing is mentioned, spe
cifically, in the FAR, about having current publications,
such as a current chart and Airport/Facility Directory (A/
FD). Need I continue the list?
I know of several pilots who not
only don't have a current chart
with them, but also never have an
A/FD on board, current or other
wise. They choose to rely on their
GPS for" all their available infor
mation," but then only bother to
update the database on their GPS
on a once-a -year basis, if that.
They use the excuse of not calling
for a briefing, because the "wait
times are ridiculous, now that
Lockheed Martin has taken over."
(This is probably true, but these
pilots never called for a briefing,
even back in the good old days be
fore the FAA sold out the flight ser
vice stations.) And they don't own
or know how to use a computer, so
they aren't getting their preflight
briefings from DUATS either.
These are the same pilots that
bemoan the "ever tightening re
strictions" the FAA is placing on
general aviation, and gripe that
the FAA is taking all the fun out of flying. I must admit
that there are times when I have these same thoughts,
but I also realize that so many of these regulations were
"written in blood" and only came about as a way to pre
serve our lives.
There is nothing in aviation that is static, save for
some of the displays that we might see in a museum.
Everything else in aviation is dynamic. Things change.
Obviously the weather probably heads the list, but fre
quencies, airspace, airports, navaids, technology .. .the
list could go on for quite a bit...are all susceptible to
change. That is why it behooves each and everyone of
us to find out all that we possibly can about our flights,
prior to every single flight that we make.
So please be sure, when blue skies and tail winds are
beckoning you to be airborne, that you have obtained
all available information prior to your flight .

When we wake up
and real ize that
almost every

regulation is there

to try and save us

from our own

ignorance, then we

might sta rt to pay a

little more attention.

Doug Stewart is the 2004 National CFI of the Year, a NAFI

Master Instructor, and a designated pilot examiner. He oper
ates DSFI Inc. (www.DSFlight.com) based at the Columbia
County Airport (lBI).


The Technical Corner

Instrument Systems

As originally published in Travel Air Log,

the newsletter of the Travel Air Restorers Association

by Robert G. Lock
ur subject for this issue is
instrument systems. The
discussion will focus on the
primary instrument panel,
those instruments required by reg
ulation for flight. CFR Part 91.205
states that these instruments are the
airspeed indicator, compass, engine
tachometer, oil pressure and oil tem
pera ture gauges (for liquid-cooled
engines, a coolant thermometer is
required instead of the oil tempera
ture gauge), and an altimeter. Also in
the regulation is the requirement for
a manifold pressure gauge for each
"altitude engine," a fuel gauge, and



a landing gear position indicator if

the aircraft is equipped with retract
able landing gear. The owner may
wish further instrumentation, but the
above gauges are required equipment.
Other instruments may be added by
necessity, such as an ammeter if an
electrical system is installed and fuel
pressure gauge if a pressure feed fuel
system is installed. All instruments
should be installed using brass hard
ware. This is done to protect the com
pass from magnetic deviation.

The magnetic compass is prefer

ably installed in line with the cen

ter of the fuselage. Metallic objects
that are magnetiC will affect accu
racy of the compass. Therefore, non
magnetiC hardware is always used
for installation. Compass deviation
is caused by anything magnetiC lo
cated nearby, such as steel hardware
and/or electrical wires. [Your porta
ble CPS can also affect the compass.
HCFJ Deviation can be corrected by
"swinging the compass" once the
airplane is completed. You will need
a correction card to install directly
below the compass. There are two
methods to correct a compass for de

viation: Use a "compass rose" at the

local airport or a "master compass."
The most common method is to
place the airplane on a compass rose
and make mechanical corrections to
the instrument in the N-S and E-W
headings. On the face of the com
pass are two screws marked N-S and
E-W. These screws rotate tiny mag
nets, which cause the compass card
to move. Always use a nonmagnetic
screwdriver when adjusting. I take
a small piece of b rass brazing rod
and flatten it to turn the screws. The
most accurate compass correction
will be with the electrical system
li on" and the engine running. Most
folks don't run the engine, and if
there are no electrical wires near the
compass, there 's no need to activate
the electrical system.


Place the aircraft on the compass
rose with the main landing gear on
th e E-W line and tail wheel on the
N-S line (longitudinal axis aligned
over the N-S line) and move the N-S
screw until the compass reads 0 de
grees (north) . Move the airplane 180
degrees, line up on N-S and E-W
lines and note the compass read
ing. Example : If the compass reads
176 degrees instead of 180 degrees,
adjust heading until the compass
reads 178 degrees (take 1/2 of the
error and adjust N-S screw). Then
repeat the process on the east-west
direction. Once the cardinal head
ings are adjusted , don 't make any
more adjustments. Now place the
airplane in the north heading and
note compass reading on a piece of
paper. Then move the airplane so
as to change the heading by 30 de
grees, noting compass reading, until
you come back to the north heading.
Your figures can then be transferred
to the compass correction card that
will be installed just below the com
pass. If there are heading errors of
more than 10 degrees, the compass
must be overhauled or replaced.

All old tachs were mechanically
driven off the engine accessory case.

There were no electric or recording

tachs made in the early days. Use
care when measuring the length of
the housing cable. Don't make it too
long, as excessive coils or changes
in direction can cause friction. Note
the direction of rotation of the tach
cable drive at the engine. Make sure
the drive cable is wound in the direc-



the glass, provide a small white line

from the instrument case to the glass
so glass rotation can be detected.


Oil pressure gauges are Bourdon
tube instruments. Inside the instru
ment is a small semicircular ellipti
cal-cross section tube that" springs
out" under pressure. This tube drives
the needle through a series of gears
and rocker arms. Aluminum tubing
is used to connect the instrument
to the pressure port on the engine.
The most common tube diameter is
3/16 inch, although 1/4 inch may
be used. There should be a flexible
area of tubing at the engine attach
ment point. Either use a hose or coil
the tube so it is free to flex when the
engine moves in the mount. Initial
installation of the tube to the instru
ment should be done by first remov
ing all air from the line. Disconnect
the line from the instrument and
turn the engine over with the starter
until oil in the line is visible; recon
nect the line to the instrument. En
gine operating oil pressure, both the
maximum and minimum, should be
marked with small radial redlines.


tion of the engine drive, not in op
position to the drive direction. Also
note that the drive cable is slightly
longer than the housing , so as to
properly engage in both the engine
drive and tachometer instrument
casing. I lubricate my drive cables
with graphite grease during assem
bly. There is an oil seal or other type
of mechanism in the engine drive to
keep oil from entering the tach drive
housing and eventually getting into
the instrument. If oil ever appears in
the instrument, check the oil seal at
the engine. The tachometer should
be "redlined" at maximum operat
ing rpm. A simple red radial line ad
jacent to the rpm will suffice. Have
the instrument overhaul shop install
the redline at the time of overhaul or
place the marking on the instrument
glass. If the marking is placed on

The oil temp gauge is also a Bour

don tube type instrument. Unlike
the oil pressure gauge , there is a
capillary line and sealed bulb per
manently connected to the back of
the instrument . The bulb and line
is filled with a liquid [most com
monly it is liquid ether-HGFJ that
expands with temperature, thus
causing the Bourdon tube to move.
Small changes in movement cause
the needle to indicate a tempera
ture. Never cut the capillary line off
a temperature instrument or the liq
uid will immediately turn to a gas
and the instrument becomes useless.
The capillary line should be desired
length; however, excess length can
be coiled and clamped behind the
instrument panel. The oil tempera
ture gauge should have a red radial
line indicating maximum inlet oil
temperature as specified by the en
gine manufacturer.


Airspeed indicators are pitot/static
instruments. That is, they operate on
pitot (ram air) and static (ambient)
pressures . A common location for
the pitot/static probes on a biplane
is on the left or right interplane
strut, at about four-fifths of the gap
above the lower wing. Pitot (ram
air) operates a diaphragm, which ex
pands under pressure and moves a
series of rocker arms and gears that
make the needle move. Static air sur
rounds the diaphragm inside the
case of the instrument. There usually
is a tee connection that allows static
air to be connected to the altimeter,
and through another tee to the rate
of-climb instrument (if installed).
Some simple installations will have
the static air source directed only to
the airspeed indicator; the altimeter
static air will be opened directly into
the cockpit of the airplane through
a lI8-inch pipe plug with a small
drilled hole. The airspeed indicator
should have a red radial line mark
ing the never-exceed speed (V NE ) of
the aircraft.

There are two types of altimeters
used in the older airplanes: standard
(nonsensitive) and sensitive. Both use
static air derived from the pitot/static
system. The instrument case is air
tight and contains one to three sealed
diaphragms that expand as the air
craft gains altitude. This expansion
is transferred to a needle that reads
the aircraft's altitude. Standard altim
eters contain just one needle on the
dial, and the local "altimeter setting"
in inches of mercury cannot be set.
These instruments have accuracy er
rors and are best set to zero so as to
read the airplane altitude above the
ground (AGL). Sensitive altimeters
have a window to adjust the instru
ment to local altimeter setting in
inches of mercury. These instruments
are more accurate than the standard
altimeter; they are actually an aneroid
barometer. Set the field elevation on
the dial and the instrument will tell
you the barometric pressure in inches
of mercury. When installing the sen


sitive altimeter, a placard on the rear

of the case should indicate that the
instrument is a 0- to 20,000-foot al
timeter. Sensitive altimeters have two
or three needles on the dial and an
adjusting knob at the 6 o'clock or 8
o'clock position. The sensitive altim
eter can be overhauled and certified
for accuracy. The standard altimeter
can be overhauled but cannot be cer
tified for accuracy.

The most common type of tubing
is soft aluminum alloy 3003. It is eas
ily hand-formed and flared, and stan
dard aluminum AN fittings (blue in
color) can be used. Route the tubing
so it does not chafe and clamp it to
structure if necessary.

Aircraft instruments need a certain
amount of vibration to work prop
erly. If there is no vibration, the nee
dles tend to be "jumpy," especially
the airspeed indicator and altimeter.
Some instrument panels were shock

mounted and some were not. Most

older airplanes did not have shock
mounted panels.

A common problem will be an
obstruction in the pitot line, caus
ing erroneous readings on the air
speed indicator. Remove the pitot
line from the instrument case (it's
the one in the middle) and reverse
blowout the line with compressed
air. Caution: Use a regulator and
start at 20 pSi, then continue raising
the pressure until the obstruction is
removed. Don't blast away with a
line pressure of 100 psi and above or
you can do damage to the system, es
pecially if rubber hose is used to join
the tubing together.
If the oil temperature gauge ac
curacy is in question, heat water un
til it boils and place the instrument
bulb (the portion that is mounted in
the engine) in the boiling water and
check the reading. It should read 212
degrees Fahrenheit or 100 degrees
Celsius. No adjustment can be made
to the instrument. At overhaul each
instrument has a calibration card
furnished and you might want to re
view that card. There are no adjust
ments to aircraft instruments that
can be made by an airframe and
powerplant mechanic other than
"swinging the compass." If the in
strument indication is not accurate,
the gauge should be removed and
sent to a qualified repair station for
maintenance. However, most simple
aircraft instruments will give many
years of trouble-free service. If prob
lems do occur, check the system be
fore removing the instrument.

Magneto switches "ground" the
magnetos in the "off" position.
That is to say they short-circuit
the ability of the magneto to gen
erate a spark. When the switch is
on "both," the left and right mag
neto circuits to ground are "open."
When checking the magnetos for
proper operation, if the switch is on
"L" the right magneto is grounded;
if the switch is on "R" the left mag

neto is grounded. At idle speed, moving the switch to

"off" position will cause the engine to stop. If it doesn't,
one or both magnetos are not grounded. (We call this
"hot mags.") You can check the magneto switch cir
cuits with an ohmmeter or continuity light. The wir
ing from the magnetos to the switch (P-leads) should
be shielded and the shielding grounded on both ends
of the wire.


Some instruments require "range" markings. [The date
of manufacture will determine the marking requirements in
place at that time; for instance, an airspeed indicator for a
1960s-era Cessna will have a range of markings starting at
the indicated stalling airspeed (Vso) with both flaps deployed
and retracted, as well as a normal operating range, on up to
the VNE. The requirements are spelled out in the airplane's
type certificate data sheet, if the aircraft has one issued in
concert with its type certificate.-HGFJ An airspeed indica
tor needs a "red radial line" at the airplane's maximum
operational airspeed (VNE). The oil pressure gauge needs
a red radial line marking the minimum and maximum
pressure. The oil temperature gauge needs a red radial
line marking the maximum inlet oil temperature. The ta
chometer needs a red radial line at the maximum engine
rpm. Engine operating limits can be gleaned from the
manufacturer's overhaul manual.
Placards are operation limitation requirements. Exam
ples are: "Solo Rear Seat Only," "Intentional Spins Pro
hibited," "Avoid Continuous Operation Below 1650 rpm
and Above 1800 rpm." Markings and placards should be
in plain view of the pilot. FAA aircraft and engine speci
fication sheets (the type certificate data sheet, TCDS)
are a good source for placarding and markings. The FAA
aircraft and engine listing is a poor source for this in
formation. Since all older aircraft rarely had flight op
erations manuals, they must be operated in accordance
with markings and placards, commonly called "opera
tion limitations." Some aircraft had a CAA-issued op
erations limitations form, which listed the engine and
airspeed limits. This form was to be displayed in full view
of the pilot.
Simple markings and placards are important to proper
operation of the aircraft and engine. I suggest you in
clude a copy of the type design data for the aircraft and
engine in your paperwork file and even include it in the
data carried in the aircraft. [If you have access to the Inter
net, you can find your aircraft's TCDS (if it has one issued)
at www.FAA.gov/aircraft. Scroll to the bottom of that page
and click on the "Type Certificate Data Sheet" link. Follow
the prompts to find your aircraft.-HGF)
There is a large difference in data contained in FAA
aircraft or engine specifications versus aircraft or engine
listing. Your A&P mechanic can be helpful in obtaining
this information. Happy flying!


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Send your answer to EAA,
Vintage Airplane, P.O. Box 3086,

Oshkosh, WI 54903-3086. Your

answer needs to be in no later
than November 10 for inclusion
in the January 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.


Our July Mystery Plane was a bit of

a stumper, as only two members ven
tured a guess.
The fllly 2007 Mystery Plane is a
modified 1920 Nebraska Aircraft Cor
poration Lincoln-Standard TOllrabout (it
isn't a Lincoln-Standard Cruiser), that
was owned by Capt. (RFC) Thomas Fos
ter Hamilton (Hamilton Aero Mfg. Co.),
later ofHamilton Standard fame. Another
photo of this aircraft appears in Aerial
Age Weekly (November 22, 1920. Vol
ume 12, Number 11, The Aircraft Trade
and Review, page 294).
Wesley R. Smith
Springfield, Illinois

Thomas Lymburn of Princeton,

Minnesota, was on the right track, too,
as he found three references to the Lin
coln-Standard Tourabout.
36 OCTOBER 2007

EAA's New Reach for the Sky E-Newsletter

Helping people start making their dreams of flight a reality

illions of people have dreamed of learning to fly momentum would be lost if
but have never taken the next step. The U.S. pilot we cannot build the pilot
population has fallen by 25 percent over the past popUlation," Poberezny said.
20 years. Many VAA members are already pilots "This is an issue that every
(according to our last survey, more than SO percent of you!). pilot, regardless of their expe
For those who have not yet taken that first step, or for your rience, should be concerned
friend or acquaintance who has expressed an interest in about. A continued net-loss of
learning to fly, this e-newsletter will help people start making pilots affects today's aviators
in availability of services, cost,
those dreams of flight a reality.
The free monthly newsletter will use the full resources of and public influence. And a
EM and the National Association of Flight Instructors. NAFI's sharply lower number of pi
5,000 members are the nation's top flight instructors, includ lots in the future would have
ing those who have reached the prestigious Master Instructor far-reaching consequences for
level. A number of NAFI members are also vintage aircraft those who use commercial air
enthusiasts who often train pilots using vintage aircraft.
travel for business or pleasure.
"Each pilot should make it a personal responsibility to
"This online newsletter focuses on the basics for those
who want to get started: What do I need to know? How encourage those with an interest in flight by simply pointing
much time does it take? How much will it cost? Where do I them to this newsletter as a resource. No pilot can afford to
find a good instructor?" said EM President Tom Poberezny. sit on the sidelines and say, 'It's not my problem.
EAA's Reach for the Sky online newsletter is available by
"The newsletter focuses on giving those interested in learn
registering at the www.EAA.org website. Look for the "Get
ing to fly the confidence to take that first step ..."
The Reach for the Sky newsletter evolved from EAA's Your Free Learn to Fly newsletter" link on the home page's
overwhelmingly successful Learn to Fly Center at EAA Air upper left corner.
Venture Oshkosh 2007. Thousands ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
of potential pilots streamed through
the center during the event, getting
answers to their questions and receiv
ing Reach for the Sky, a guide to flight
training. The event also gave EAA and
NAFI a unique understanding of the
questions and doubts those people
have about aviation.
The newsletter also fits well into
EM's mission of aviation participation
on all levels. The organization already
provides in-depth knowledge and in
formation for those involved in specific
areas of recreational flight, including
aircraft building and restoration, aero
batics, history, and more. In addition,
EM's Young Eagles program has intro
duced more than l.3 million young
people to aviation since 1992 with a
free demonstration flight, and the new
sport pilot/light-sport aircraft commu
nity-an initiative bolstered by EM for
more than a decade-has cut the cost
and time involved in pilot training and
aircraft ownership.
"There is so much momentum and
excitement building toward what's
ahead in recreational aviation, but that






continued from page IFe

ceive many positive comments from our
members and attendees about the good
food we serve at the Tall Pines Cafe and
the excellent selection of merchandise in
the VAA Red Bam. This year, we had even
more comments about the expanded de
livery of ice to our many campers in the
Vintage aircraft camping area. This year,
we heard more positive remarks than we
have in years past about our programs
and offerings in the VAA area. The re
sults reflect the hard work of our quality
VAA volunteers. We're always open to
constructive comments about how we
can improve the AirVenture experience
(the expanded ice delivery is a good ex
ample of member input resulting in ac
tion by our volunteers). Drop us a note
in the mail or send us an e-mail at Vin

tageA ircra{t@eaa.org.
The activity around the VAA Chapter
37 hangar in Auburn, Indiana, has con
tinued to be very productive throughout
the spring and summer. The clubhouse
is all but completed at this pOint, and
work on the Neumann Monocoupe
Lil Mulligan restoration project is now
progressing on a regular basis. The
clubhouse has also seen a number of
activities, including Young Eagles flight
rallies, as well as aviation-oriented enter
tainment nights a couple of times each
month. Of course, our VAA Chapter 37
meetings are conducted each month.
Remember, as I have stated before, if
you find yourself in northeast Indiana
with some time on your hands, please
feel free to stop by and visit with this
great bunch of guys and gals.
Hope to see you there.
EAA AirVenture Oshkosh 2008, the
World's Greatest Aviation Celebration,
is July 28 through August 3, 2008.
VAA is about participation: Be a
member! Be a volunteer! Be there!
Let's all pull in the same direction
for the good of aviation.
Remember, we are better together.




The following list of coming events

is furnished to our readers as a mat
ter of information only and does not
constitute approval, sponsorship, in
volvement, control, or direction ofany
event (fly-in, seminars, fly market,
etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O.
Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintageaircraft@eaa.
org. Information should be received four months prior to the event date.
OCTOBER 5-7-Camden, SC-Kershaw
County Airport (KCDN). VAA Chapter 3
Fall Fly-In. All classes welcome . BBQ
on field Fri. Evening. EAA judging all
classes Sat. Banquet Sat. Nite. Info:
Jim Wilson 843-753-7138 or eiwilson@

OCTOBER 5-7-St. Louis, MO-Creve Coeur
Airport (lHO) The Monocoupe Club Fly-In &
Reunion www.monocoupe.com
OCTOBER 10-14-Tullahoma, TN-"Beech
Birthday Party 2007" Staggerwing,
Twin Beech 18, Bonanza, Baron, Beech
owners& enthusiasts. Info 931-455-1974
OCTOBER 12-14-Princeton, NJ- Princeton
Airport (39N) East Coast Fly-In Visit our web
site: http://www.bellanca-championclub.com

2007 MAJOR

For details on EM Chapter flyins and other local avi
ation events, visit www.eaa.orgjevents

EAA Southeast Regional Ry-In

Middleton Field Airport (GZH), Evergreen, AL
October 1214, 2007

Copperstate Regional EAA Ry-In
Casa Grande (Arizona) Municipal Airport (CGZ)
October 25-28, 2007



1. Title of Publication: Vintage Airplane 2. Publication NO.:062-750. 3. Filing Date: 9/19/07 .
4. Issue Frequency: Monthly. 5 . No. of Issues Published Annually: 12. 6. Annual Subscription
Price: $36.00 in U.S. 7. Known Office of Publication: EAA, P.O. Box 3086, Oshkosh, WI 54903
3806. Contact Person: Kathleen Witman , Telephone: 920-426-6156. 8. Headquarters or General
Business Office of the Publisher: Same as above . 9. Publisher: Thomas Poberezny. EAA, P.O.
Box 3086, Oshkosh, WI 54903-3806. Editor: H.G. Frautschy, EAA, P.O. Box 3086, Oshkosh, WI
54903-3806 . Managing Editor: Kathleen L. Withlan, P.O. Box' 3086, Oshkosh, WI 54903-3806. 10.
Owner: Experimental Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903-3806. 11. Known
bondholders, mortgagees, and other security holders owning or holding 1 percent or more of total
amounts of bonds, mortgages or other securities: None. 12. Tax Status: Has Not Changed During
Preceding 12 Months. 13. Publication Title : Vintage Airplane. 14. Issue date for circulation data
below: September 2007. 15. Extent and Nature of Circulation (Average No. Copies Each Issue
During Preceding 12 Months/ No. Copies of Single Issue Published Nearest to Filing Date): a. Total
No. of Copies Printed (8,667/8,471) b. Paid Circulation (By Mail and Outside the Mail): 1. Mailed
OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal
rate , advertiser's proof copies, and exchange copies) (7,224/7 ,156). 2. Mailed In-County Paid
Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate, advertiser's
proof copies, and exchange copies) (0/0). 3. Paid Distribution Outside the Mails Including Sales
Through Dealers and Carriers, Street Vendors, Counter Sales, and Other Paid Distribution Outside
USPS (356/341). 4. Paid Distribution by Other Classes of Mail Through the USPS (e .g. , First-Class
Mail) (159/159). c. Total Paid Distribution (Sum of 15b (1), (2), (3), and (4)) (7,739/7,656). d. Free
or Nominal Rate Distribution (By Mail and Outside the Mail): 1. Free or Nominal Rate Outside-County
Copies Included on PS Form 3541 (0/0). 2. Free or Nominal Rate In-County Copies Included on
PS Form 3541 (0/0). 3. Free or Nominal Rate Copies Mailed at Other Classes Through the USPS
(e .g. First-Class Mail) (53/50). 4. Free or Nominal Rate Distribution Outside the Mail (Carriers or
other means) (570/379). e. Total Free or Nominal Rate Distribution (Sum of 15d (1), (2), (3), and
(4) (623/429). f. Total Distribution (Sum of 15c and 15e) (8,362/8,085). g. Copies not Distributed
(See Instructions to Publishers #4 (page #3))(306/386) . h. Total (Sum of 15f and g) (8,668/8,471).
i. Percent Paid (15c divided by 15f times 100) (94.69%/92 .55%) . 16. Publication of Statement
Ownership: Publication required. Will be printed in the October 2007 issue of this publication. 17.
I certify that all information furnished on this form is true and complete. I understand that anyone
who furnishes false or misleading information on this form or who omits material or information
requested on the form may be subject to criminal sanctions (including fines and imprisonment) and/
or civil sanctions (including civil penalties). Executive Director/Editor: H.G. Frautschy, 9/19/07.
PS Form 3526, September 2006

Flight Control Cables

Custom Manufactured!

Something to buy, sell,

or trade?

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface
lead-in on first line.
Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches
high at $20 per inch. Black and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date
(i.e., January 10 is the closing date for the March issue). VAA reserves the right

Each cable is pre-stretched, proof

loaded and certified in accordance
with MIL-DTL-5688.

to reject any advertising in conflict with its policies. Rates cover one insertion per
issue. Classified ads are not accepted via phone. Payment must accompany order.
Word ads may be sent via fax (920-426-4828) or e-mail (classads@eaa.orm using
credit card payment (all cards accepted). Include name on card, complete address,
type of card, card number, and expiration date. Make checks payable to EAA.
Address advertising correspondence to EAA Publications Classified Ad Manager,
P.O. Box 3086, Oshkosh, WI 54903-3086.

Airplane T-Shirts

150 Different Airplanes Available



Flying wires available. 1994 pricing.
Visit www.f/yingwires.com or call
800-517 -9278.
bearings, main bearings, bushings, master
rods, valves, piston rings. Call us Toll Free
1-800-233-6934, e-mail ramremfg@aol.
com Website www.ramengine.com
N. 604 FREYA ST., SPOKANE, WA 99202
Aircraft Construction and Restoration,
Russ Lassetter, Cleveland, GA. 706
National Air Race films on DVD. Visit
www.NationalAirRaces.net or call
Aeronca Control Wheel Badges - New
reproductions made exactly like the
originals. $225 per pair. Orders must
be placed by October 15th. Info :
Schief11CC@mac.com or Send a SASE
to VintagePilot Media, PO Box 3954,

Quick delivery
Reasonable prices
Certification to MIL-DTL-6117 or to
your specifications
1/16" to 114" galvanized or
stainless steel cable
Certified bulk cable and terminals
are available



Always Flying Aircraft Restoration, LLC

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

Wayne Forshey 740-472-1481

Ohio - statewide.


McFarlane Aviation Products

696 East 1700 Road, Baldwin City, KS 66006
785.594.2741 785.594.3922 Fax
Order Online at www.mcfarlaneaviation.com

1916 Curtiss OX-5, 9O-hp engine complete.
Partially restored, extra accessories,
parts, gearbox with Scintilla Magneto,
and special machine tooling for overhaul.
Best offer. FL 305-233-3769

Wag-Aero Sportsman 2+2 - 4 seat, Piper
STOL aircraft. Fuselage, elevator, rudder
and landing gear structurally complete.
Call 360-956-1295 for additional
information. $5,000
Pietenol Air Camper - Complete set of wing
ribs. $550 + Shipping. 336-945-5137

For Sale: Early antique aircraft magazines.
Originals -1913-1916 and early 1940s,
include Warbirds, materials and other
flying magazines. Call Gary at 920-923
4268 after 04:00 PM. $260 for all, OBO



Membershi~ Services



Pres ident
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774

Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007


George Daubner
2448 Lough Lane
Hartford, WI 53027

Charles W. Harris
7215 East 46th Sl.
Tulsa, OK 74147
9 18-622-8400

Steve Bender
8S Brush Hill Road
Sherborn, MA 01770

Jeannie Hill
P.O. Box 328

Harvard, IL 60033-0328




David Bennett

Espie "Butch" joyce

704 N. Regional Rd.
Greensboro, NC 27409

37S Killdeer Ct

Lincoln, CA 95648



john Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009




Steve Krog

1002 Heather Ln.

Hartford, WI 53027



Dave Clark
635 Vestal Lane
Plainfield, IN 46168

Robert D. "Sob" Lumley

1265 South 124th St.
Brookfield, WI 53005



john S. Copeland
1A Deacon Street
Northborough, MA 01532

5936 Steve Court

Roanoke, TX 76262



Phil Coulson

28415 Springbrook Dr.

Lawton, M I 49065


Gene Morris

Dean Richardson
1429 Kings Lynn Rd
Stoughton, WI 53589

rcollison5 16@cs.co11l


Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278

S.H. "Wes" Schmid

2359 Lefeber Avenue
Wauwa tosa, WI 53213





Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904

E.E. "Buck" Hilbert

8102 Leech Rd.
Union, IL 60180
8 15-923-4591



Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330


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

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircra(t.org, www.airventure.org, www.eaa.org/memberbene{its

E-Ma il: vintageaircra(t@eaa.org

EAA and Division Membership Services
Flying Start Program ............ 920-426-6847
800-843-3612 ............. FAX 920-426-6761
Library Services/Research . . . ..... 920-426-4848
(8:00 AM-7:00 PM
Medical Questions..... . . . ...... 920-426-6112
Monday-Friday CST)
Technical Counselors .... ... .... 920-426-6864
- New/renew memberships: EAA, Divisions
Young Eagles . .... .. ........... 877-806-8902
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors

AUA Vintage Insurance Plan ..... 800-727-3823

-Address changes

EAA Aircraft Insurance Plan ..... 866-647-4322

-Merchandise sales

Term Life and Accidental . .... .. . 800-241-6103

-Gift memberships

Death Insurance (Harvey Watt & Company)

EAA Platinum VISA Card . .800-853-5576 ext. 8884
Programs and Activities
EAA Aircraft Financing Plan ... . 866-808-6040
EAA AirVenture Fax-On-Demand Directory
EAA Enterprise Rent-A-Car Program
............................. 732-885-6711
.......... . ....... .. ...... 877-GA1 -ERAC

Auto Fuel STCs ......... . ...... 920-426-4843

Editorial. .......... . .......... 920-426-4825

Build/restore information . .... ... 920-426-4821

VAA Office ................ FAX 920-426-6865

Chapters: locating/organizing .... 920-426-4876

Education .... . . . . . . . . ... . .. . .. 888-322-3229
- EAA Air Academy
EAA Aviation Foundation
- EAA Scholarships
Artifact Donations ...... .. . . ... 920-426-4877
Flight Advisors infonnation ...... 920-426-6864
Financial Support .... . .. . ..... 800-236-1025
Flight Instructor information ..... 920-426-6801


Membersh ip in the Experimental Aircraft
Association , Inc. is $40 fo r o ne year, incl ud
in g 12 issues of SPORT AVIATION. Family
m em bership is an additio nal $10 an nually.
Jun ior Membershi p (under 19 yea rs of age)
is available at $23 an nually. All m ajor credit
cards accepted for membership. (Add $16 for

Foreign Postage.)


Cu rre nt EAA m e mb ers m ay ad d EAA
SPORT PILOT magazine fo r an add itional
$20 per yea r.
EAA M e mb ers hip a nd EAA SPORT
PILOT ma gazi n e is availab le fo r $40 pe r
year (SPORT AVIATION m agazin e n o t in
cl uded). (Add $16 for Foreign Postage.)


C urr e nt EAA m e mb e rs m ay join th e
Vintage Aircraft Associa ti o n a nd rece ive
VINTAGE AIRPLANE m agazine for an ad
dition al $36 per year.
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage.)


C urre nt EAA m e mbe rs m ay join th e

In t ernatio nal Aerob a ti c C lub, Inc. Divi
sio n and receive SPORT AEROBA TICS
magaZine fo r an additiona l $45 p er year.
ICS magazine and o ne yea r m e mbersh ip
in th e lAC Division is av ailable for $55
p e r ye ar (SPORT AVIATION m agazi n e
n o t included). (Add $18 for Foreig n


Current EAA m embers m ay join the EAA
Warbird s of Am erica Division and receive
WARBIRDS m agazine fo r an additional $45
per year.
EAA Me mbe rship , WARBIRDS maga
zi n e an d o n e year m e mb ers h ip in t he
Warbirds Divisio n is available for $55 per
year (SPORT AVIATION m agazine not in
cluded). (Add $7 for Foreign Postage.)

Pl ease submit your remittan ce with a
ch eck or draft drawn o n a United Sta tes
bank payable in United States do llars. Add
required Foreign Postage am o u n t for each
m embership.


Membership dues to EM and its divisions are not tax deductible as charitable contributions
Copyright 2007 by the EAA Vintage Aircraft Association, Ail rights reserved.
VINTAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Avia
tion Center, 3000 Poberemy Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to V1ntage Aircraft Association, which includes 12 issues of Vintage Airplane magazine.
is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addnional mailing offices. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: cpcreturns@Wdsmail.com. FOR
EIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surlace mail. ADVERTISING - Vintage Aircraft Association does not guarantee
or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely wnh
the conmbutor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh. WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo and Aeronautica'" are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the pennission of the Experimental Aircraft Association. Inc. is smctly prohibited.




~ ~art!~~ition



Our buying experience really was the
nicest new vehicle purchase I've made.
Much of that has to be due to the great
dealer we had with Wilson Motors in
Corvallis, Oregon, but agood part is also
that the Ford Partner Program is treated
by Ford and it's dealers as a discount
from the factory and not a reduction in
the commission that the dealer or sales
man gets. The local dealer is not forced
to pay for this benefit and therefore they
see only upside on the deal. And that
means that the customer sees only up
side too. We saved enough from the Ford
Partner Program savings that even at
today's inflated aviation fuel prices I can
pay for another 140 flight hours of 1DOLL
for my 1946 Commonwealth Skyranger.

2007 Ford F-150 continues to offer the industry's widest variety of body configu
rations, including three cab choices, three box lengths, two box styles and five
unique series including the powerful, but luxurious F-150 Lariat.


Ford Motor Company, in association with EAA, is proud to offer members the opportunity to save on the
purchase or lease of vehicles from Ford Motor Company's family of brands-Ford, lincoln, Mercury, Mazda,
Volvo, land Rover and Jaguar.
Get your personal identification number (PIN) and learn about the great value of Partner Recognition/X-Plan
pricing from the fAA website (www.eaa.org) by clicking on the EANFord Program logo. You must be an fAA
Member for at least one year to be eligible. This offer is available to residents of the United States and Canada.

Certain restrictions apply. Available at participating dealers. Please refer to

www.eaa.org or call 800-843-3615.

Best Regards,
Eugene, Oregon