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Getting ready for the flying season

t's March, and spring is now right

around the corner. For those of us
who live in the colder areas of the
country, it's about time again to
perform that all-important annual pre
flying season/preflight inspection of our
flying machines. I forever think of that
unfortunate soul I once read about who
was on his initial springtime shake
down flight with his vintage aircraft.
Just as he was rotating on his takeoff
run, a live squirrel jumped in his lap
from under the instrument panel!
Thankfully, the story ends with the
pilot shooing the squirrel off his lap,
after which he was able to successfully
maintain control of the aircraft and
return to the airport to dispose of the
unwelcome hitchhiking critter. I have
often wondered about such a predica
ment. Would I have been able to react
as well to an incident of this nature?
Consider for a moment that nanosec
ond of time when you have no idea at
all what that sensation is of something
crawling around on your lap as you
have a hand full of airplane you're at
tempting to operate. I suspect I would
be so startled by such an event that I re
ally must question my ability to main
tain control.
Stories like that prompt me to do my
best to take a long look at my aircraft
prior to that initial launch each year.
Even though you may have your air
craft hangared in a relatively secure and
well-enclosed faCility, it remains a mys
tery to me how these little critters can
squeeze themselves into the smallest of
places as they seek a remote and sup
posedly safe nesting place. So, let's all
take a really close look at our aircraft
prior to that annual springtime shake
down run. It really needs to be a little

more involved than kicking the tires

and checking the oil. We need to per
form the very best of initial preflights
each and every spring to be certain that
the aircraft is as ready as we are to hit
the wild blue yonder.
If you read the EAA Hotline col
umn in the January issue of EAA Sport
Aviation, you learned a lot about the
many successes we as EAA members
benefited from in 2007 thanks to the
strong efforts of our government rela
tions department at EAA. Even with
these many successes behind us, we
continue to wait out the dilemma in
the House and Senate in determining
what impact, if any, user fees may have
on general aviation operations. They
have now been back from the holiday
recess for weeks, but they seem to still
be struggling to figure out how to ap
pease the airline lobby and still prop
erly fund our air traffic control system.
To me, this issue is particularly perplex
ing, and it's also yet another fine ex
ample of our legislators attempting to
fix something that's not yet broken. If
they keep fiddling with this, it's likely
to me that they will yet again come up
with a solution that smells nice to them
at the time of passing it, but after a year
of operational assessment it's likely to
result in a really noxious odor emanat
ing from every general aviation facility
operating across this country. Let's all
hope for the best.
Be sure to tell your representatives
that you support H.R. 2881 and it's time
to bring these issues to rest. I know for
certain that in the House and Senate
there are a good number of bright and
supportive leaders who are fighting the
good fight on our behalf, but we must
continue to stand united in opposition

of user fees to fund the Federal Aviation

Administration (FAA).
The EAA government services de
partment, in coordination with the
VAA, vintage type club representatives,
Warbirds of America, and a number of
other individuals representing the lead
ership of EAA met again this past Janu
ary with the FAA to discuss many of
the relevant regulatory issues facing our
This annual summit between the
EAA and the FAA is a one-of-a-kind
meeting outside the beltway, where the
FAA offers a truly unique opportunity to
discuss many of the critical issues facing
an organization such as ours. I am very
pleased to report to our membership
that this was yet again a highly produc
tive session that will likely lead to any
number of significant improvements to
the rules regulating our aircraft types.
Be sure to watch the VAA News section
of Vintage Airplane magaZine, and the
EAA/VAA websites for news of these de
veloping issues. If you're a regular user
of the Internet and e-mail, consider
receiving the twice-weekly e-Hotline,
which will keep you apprised of the lat
est news in the world of recreational
aviation. A great deal of gratitude is
owed to everyone involved for attend
ing and participating in this critically
important summit. Also, many thanks
to the EAA's government relations de
partment for their hard work through
out the year on our behalf.
Wow! If you've not had the op
portunity to visit the new "Calendar
of Events" section of the EAA web
site, do it right after you finish read
ing your copy of Vintage Airplane. This
is by far the best site I have seen for
continued on page 39

VOL. 36, NO.3





Straight & Level

Getting ready for the flying season
by Geoff Robison



Pemberton's Boeing 40C Restoration Flies

After 80 yea rs . . .
by H.G. Frautschy and Addison Pemberton


First, You Finish the Instrument Panel

Duane Oosterhuis' Luscombe
by Budd Davisson


Waco Winterfest in Wisconsin

The 2001 Brodhead Skiplan e Fly-In
was the setting for a Waco wonderland
by Larry Harmacinski


Greater Kansas City Area Vintage Fly-In

Hosted by VAA Chapter 16


Shuttleworth Air Displays

Vintage aviation in the United Kingdom
by David Macready and H.G . Frautschy


National Waco Club Celebrates 50 Years

by Andy Hein s


VAA 2008 Friends of the Red Barn Campaign

The VAA annual fund raising campaign fu els VAA action
by H.G. Frautschy


The Vintage Instructor

Kick the tires, Part II
by Doug Stewart


Mystery Plane
by H.G. Frautschy



Classified Ads


FRONT COVER A fantastic definition of the term "personal airplane ." Restored and updated to

his personal taste and requirements, author Budd Davisson tells the story of Duane Oosterhuis'

Luscombe Silvaire. EM photo by Bonnie Kratz.

BACK COVER: The allwood Tipsy Trainer I, built in 1939, is a sharp looking sideby-side training

aircraft built by Tipsy Aircraft Co ., Ltd of Hanworth, Middlesex. G-AFWT is serial number 13 of

the handful built just prior to the start of World War II. There are currently four of the type cur

rently registered in Great Britain. Powered by a 62 hp Walter Micron engine, this fine example is

owned by Nick Parkhouse . Photo by David Macready.


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

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

Display Advertising Representatives:

Northeast: Allen Murray
Phone 856-229-7180, FAX 8562297258, email: a/lelllllllrray@milldsprillg.com
Southeast: Chester Baumgartner
Phone 727-532-4640, FAX 727-532-4630, e-ma il: cballmlll@milldsprillg.colII
Central: Gary Worden
Phone 800-444-9932, FAX 816-741-6458, e-ma il: gmy.wordeJJ@Spc-lIIag.com
Mountain &: Pacific: John Gibson
Phone 916-784-9593, e-mail: jOllIIgibsoll@Spc-lIIag.colII
Europe: Willi Tacke
Phone +498969340213, FAX +498969340214, email: willi@/7yillg-pages.com


AirVenture RideShare
Board Available

Report on the 2008 EAAlFAA Recreational Aviation Summit

EAA speaks on behalf of those who enjoy personal flight

Field Approvals Top Discussion Between VAA, FAA

Ongoing concerns regarding the process of obtaining FAA Form 337 and
STC field approvals, and ways to improve that process, were major points of
emphasis in discussions between senior FAA officials and Vintage Aircraft
Association (VAA) officials at the summit.
In addition to delays in Form 337 processing, part of that issue is the con
fusion on the part of some owner/operators regarding the actual process of
obtaining a 337 approval.
Kim Smith, director of FAA's Small Airplane Directorate, and Jackie Black,
manager of FAA's Repair Station Branch, both agreed their offices would work
in cooperation with the VAA staff to prepare web- and print-based educa
tional media to educate members in the process within the first half of 2008.
VAA Executive Director H.G. Frautschy and VAA board member Steve
Krog represented the organization during the session.
"The summit was both interesting and informative," said Krog, who also
leads Piper Cub, Taylorcraft, and Luscombe type clubs. "Being able to ask
candid questions of the top FAA officials and having them directly respond
with detailed explanations certainly allows a layman to better understand
the 'whys and hows' of FAA actions."
Among the other VAA topics discussed:
FAA and EAA/VAA agreed to look at various options to streamline the
approval process of the engineering data needed for approval of Form 337.
VAA expressed concerns regarding FAA's draft policy for the manage
ment of revoked, suspended, surrendered, and abandoned type certificates
(TCs) and STCs.
"Concerned VAA members made it clear late in 2007 that the proposed
policy did not meet the needs of those who needed access to the data to re
store and maintain their aircraft," Frautschy said. "We reiterated those issues
and look forward to seeing the new policy."

EAA's RideShare Board is a free on

line service that pairs people in need
of transportation to EAA AirVenture
with those who may have a spare
seat. RideShare is now up and run
ning at www.AirVenture.org/rideshare/
default. asp.
The service allows you to post your
own information so that others may
seek you, or to message someone else
who has posted information so that
they can contact you directly.
(NOTE: The RideShare list is moder
ated by EAA Membership Services. It is
only a venue for interested individuals to
locate potential ride-share or flight-share
contacts. EAA does not screen those
using the forum, and it neither recom
mends any individual nor represents that
any individual pilot, driver, their vehicle,
or equipment is qualified, competent,
safe, or insured.)

Midwest Airlines Offers Fare

Discounts to AirVenture Visitors
Midwest Airlines is the first car
rier this year to offer airfare discounts
to those attending EAA AirVenture
2008. The Milwaukee-based carrier
has offered discounts to AirVenture
attendees for many years.
Discounts available, valid for travel
July IS-August IS, 2008, to any city in
Wisconsin, Minnesota, or Michigan
served by Midwest Airlines, include:
A 12-percent discount for tickets
purchased at least 60 days in advance.
An 8-percent discount for tickets
purchased within 60 days.
To qualify for the discount :

This Month's Issue

You may have noticed a change in the look of th is month's cover of Vintage Air
plane. For a number of years now, to protect the cover from fingerpri nts and to add
stiffness to it, a UV-cured finish has been applied . Now, that same coating is availab le
in a matte finish. We hope you like the new coating on the cover, which knocks down
the glare from lights in your reading room. We'd certainly like your feedback on this
change; drop us an e-mail at vintageaircraft@eaa.org or send a note at the address
listed on our Table of Contents page.

MARCH 2008

Visit www.MidwestAirlines.com
and enter promo code CMZ160S.
Call 800-452-2022 and provide
promo code CMZ160S to the agent.
Purchase a ticket through a travel
agent and mention promo code
Other discount airfares may also
be available, so contact the airline
or your travel agent for the best
savings . And also look for the EAA
AirVenture listing on the Midwest
Express website.

Alcor Inc. Hopes to Restart

Distribution of Tep Fuel
Treatment in April
Alcor Incorporated, manufacturer
of TCP Fuel Treatment used to prevent
lead buildup on spark plugs and valves,
halted distribution of the product in
January because a packaging defect
could cause leakage during shipping.
Rick Sonnen, sales and product sup

port at Alcor Inc., said a couple of inci

dents occurred where TCP leaked due
to loose or broken caps.
"TCP is a flammable substance, and
the rules and regulations of the Depart
ment of Transportation have made it
very difficult to distribute the prod
uct," he said. "Until these packaging
issues get resolved, we have no plans
of manufacturing or distributing the
product." Alcor hopes to have the issue
resolved no later than April 2008.
Pilots and aircraft owners who
wish to avoid the high lead content
of 100LL aviation fuel have alterna
tives, including:
Use unleaded automotive fuel
by applying for the auto fuel supple
mental type certificate (STC) avail
able from EAA. Many lightplanes and
their engines are covered by the STC.
Mix auto fuel with 100LL. "Us
ing a mixture of the two will signifi
cantly reduce the lead contact," says

Earl Lawrence, EAA vice president of

industry and regulatory affairs. "A
three-fourths autogas and one-fourth
100LL mix will result in a gasoline
containing the maximum lead con
tent that is allowed in 80/87 aviation
gasoline, which the engines needing
the TCP additive were originally cer
tificated to use."

There's an EAA SportAir

Workshop for You!
No matter what kind of airplane
you want to build, EAA SportAir
Workshops can teach you how. Work
shops are conducted across the coun
try throughout the year, with more
added all the time.
"We provide the expert instructors
to teach you what you need to know
to achieve your dream of personal
flight," said EAA's Mark Forss.
SportAir courses run the gamut
from the introductory "What's In-

Got Your AirVenture Housing Yet?

Many housing options are available at AirVenture, but
for many, camping under the wing in the North 40 is the
only way to fly in Oshkosh.
Among the first things on an AirVenture to-do list is se
curing a place to stay while in Oshkosh. Over time, EAA has
built a widespread housing network, with nearly every type
and price range of housing available. That network ranges
from low-cost options like camping adjacent to the Air
Venture flightline to local college dormitories and private
rooms, up to elegant hotel accommodations and impres
sive private-home rentals in a variety of area locations.
The Oshkosh Convention and Visitors Bureau also gives
AirVenture guests many options. The bureau's EAA Hous
ing Hotline maintains information on housing availability
off the AirVenture grounds. That free service is available
online at www.OshkoshCVB .org and www.AirVenture. org.
The bureau is also available Monday through Friday (8:30
a.m.-4 p.m., Central time) at 920-235-3007. EAA also works
with convention and visitor bureaus in other area commu
nities to assure that the latest housing information, cover
ing much of eastern Wisconsin, is available to guests.
Among the most popular accommodations options are:
AirVenture camping: There is no better way to
experience the culture, camaraderie, and fun of EAA's
annual fly-in convention than by camping next to your
airplane along the flightline or in the adjacent drive-in
Camp Scholler area, which is open to all EAA members.
There's plenty of room available, no reservations are

needed, and it's just $20 per night.

College dormitories: There are more than 3,000 dorm
rooms available within 25 miles of the AirVenture grounds,
and nearly all of them have shuttle-bus service that arrives
right at AirVenture's front gate throughout the day. These
rooms vary in price, but all are less than $70 per night.
Private hou sing: Everything from single sleeping
rooms to luxurious lakefront homes are available within
10 miles of the EAA grounds. Many are complete accom
modations, with cooking utensils and other amenities
that make them "feel like home." Contact the EAA Hous
ing Hotline for more information.
Hotels/motels: There are thousands of hotel and
motel rooms within SO miles of Oshkosh. Many of those
in the city of Oshkosh are booked on a year-to-year basis
by AirVenture visitors, but there are plenty of others to
choose from in the surrounding areas.
Other options include private campgrounds, bed-and
breakfast facilities, and others.

volved in Kitbuilding" and "Intro

to Aircraft Building" to advanced
courses on TIG welding, electrical
systems and avionics, RV assembly,
becoming an FAA-certificated E-LSA
repairman, and more.
Visit www.SportAir.com for the com
plete workshop schedule. EAA mem
bers receive a discount on tuition,
as do family members and returning
SportAir students. Call 800-967-5746
for more information.

EAA Unveils New,

Interactive Calendar

and u ltralights, then you would se

lect all three tags. Event tags are not
necessary, but they will help users
find specific events easily.
When the information is complete,
click "Preview Your Submission" and
your event notice will be displayed.
After verifying the information is cor
rect, click "Post My Event!" and the
information will be loaded into the
calendar queue. If you need to make
changes, click "Make Changes" to
edit your submission.
Your event will not show up im
mediately. EAA staff reviews submis
sions twice each weekday to eliminate
bogus submissions. Once an event
is posted, you are not able to make
changes. However, if your event does
change or is canceled, please send a
message, including the hyperlink for
the event, to Chapters@EAA.org and
we will update the information.

When asked during EAA AirVen

ture Oshkosh 2007 how EAA could
support its chapters and members
better, one answer was resoundingly
clear: create a means for EAAers to
find any aviation event anywhere.
To that end, EAA has created a
new, interactive Calendar of Events,
allowing users to
quickly find avia
tion events in their
local area, or any
where in the coun
try, and according
to their area of in
_ ...........
terest. It's simple to
use and navigate.
......(____ .r.ls jm . ... 3
v_ .... CM.r
We'll use it to create
the printed Calen
dar of Events here
in Vintage Airplane,
but to see the latest
on events of inter
est to VAA mem
bers, log in to the
new website.

Good --....,OfI ~ '"""_ fM~IWS,"I\_O"Nttd l ~lfy_c:II!e!IdirfllfVtntl.Our

"-w rneQ tNt . t.v.~I'or"-OOU"""'*' by" 1CIcIo'9

~IOI r-

Submitting Events

Searchi ng for Event s

To submit a chapter event, go

to www.EAA.org/Calendar and click
on "Submit Event." After adding
your name and contact informa
tion, name your event, its location,
its dates, and add a short descrip
tion. Additional fields allow you to
include airport identification num
bers, facility names, event tags, web
site links, and contact information.
Event tags help advanced searches,
and you can choose multiple tags. If
you are holding a fly-in that features
homebuilts, powered parachutes,

You can use several criteria when

searching for events. For a listing of
scheduled events near you, use the
"range" feature. Select a distance (50
2,000 miles) and enter either your ZIP
code or airport identifier, and you'll
receive a list of events within that
area. You can also use the "Search
by State/Country" tab to see all the
events in that state or country. The
"Advanced Search" tab allows you to
customize your search with a variety
of criteria. For example, you could use
an advanced search to find all Young

MARCH 2008

Eagles events in June in Arizona.

The goal of this project is to pro
mote aviation by compiling a com
prehensive online aviation calendar.
Add aviation events of interest and
encourage other aviation groups to
add their events to the calendar.
If you have any further questions,
comments, or wish to report a prob
lem, please e-mail Chapters@EAA.org.

Clipper Book Notes

In last month's Book and Video
Reviews, I mentioned the publica
tion of James Trautman's Pan Amer
ican Clippers. I really enjoyed the
book, and like many of you, I wish
I'd been able to see those great air
planes in person. In the last chap
ter of the book, mention is made of
the San Francisco Treasure Island
Museum, housed in the former Pan
American Administration/Passenger
Terminal (Building 1). The island,
located east of Alcatraz Island in San
Francisco Bay, was built up using
landfill, with the intention of using
it as San Francisco's first airport af
ter its initial use as the grounds for
the 1939 Golden Gate International
Exposition. Instead, during World
War II it was impressed into use as
a Navy base. After the war, the Navy
kept the island base, trading land lo
cated further south in the bay with
the city for what would become San
Francisco International Airport.
The text in the book might
lead you to believe the museum
within "Building I" is still open,
which, sadly, is not the case. Af
ter the Navy base shut down and
the museum was closed in 1997,
the museum's collections and ar
chives were placed in storage, and
they are not currently accessible.
The Treasure Island Museum As
sociation is still actively work
ing to re-establish the museum in
Building 1 and is working toward
that goal as plans for the rede
velopment of the island are com
pleted, but there is no specific time
frame for the association's plans.
For more information, you may
wish to visit the association 's web
site, www.TreasureIslandMuseum.org.

'1'; I

.. ~

Upcoming Major Ay-Ins

Clark Y.- Blue

USA 35B: Red

Sun 'n Fun Fly-In

Lakeland Linder Regional Airport (LAL),

Lakeland, Florida
April 8-13, 2008
Golden West Regional Fly-In

Yuba County Airport (Myv),

Marysville, California
June 6-8, 2008

Cub Airfoil


In last month ' s Vintage Airplane , in the article Timeless and Triumphant
The Taylorcraft Twosome, we published:
"The BC12-0 had a NACA 23012 semi-symmetrical airfoil , as opposed to
the flat-bottomed Clark Y airfoil used on many Pipers."
Our resident Piper enthusiast , Joe Norris, dropped us a note to correct
that error:
"Th is perpetuates the oft-repeated (and always incorrect) myth that the

Virginia Regional Fly-In

Suffolk Executive Airport (SFQ),

Suffolk, Virginia
June 14-15, 2008
www. VAEAA.org
Rocky Mountain Regional Fly-In

Front Range Airport (FTG),

Watkins, Colorado
June 27-29, 2008

Piper Cub series has a Clark Y airfoil. This is one of my hot buttons, because


I see it in print too often. The fact is, the Piper Cub series (from the E-2 all

Arlington Northwest Fly-In

the way to the PA-18 and even the Apache, Pawnee and Aztec) uses a USA
35B (modified) airfoil (very similar to, but not exactly the same as a Clark V).
To my knowledge Piper never used a Clark Y on anything. Aeronca used the
Clark Y on many of their pre-war models, and of course Waco used the Clark

Arlington Municipal Airport (AWO),

Arlington, Washington
July 9-13,2008
EAA AirVenture Oshkosh

Yon quite a few models (including my UPF-7) , but not Piper. The good old

Wittman Regional Airport (OSH),

Oshkosh, Wisconsin
July 28-August 3, 2008

USA-35B was Piper's bread and butter."


To help show the difference, we ' re superimposed the two airfoil profiles

Mid-Eastern Regional Fly-In

slightly different, and the 35B has a slight undercamber. We 've been told the

Mansfield Lahm Regional Airport (MFO),

Mansfield, Ohio

" modified " 35B is just slightly thinner at its deepest point, but is otherwise


unchanged from the standard 35B.

Southeast Regional Fly-In

(as shown when their coordinates are plotted) . The nose of the airfoils is

Experience Oshkosh, the Spirit

of Aviation
EAA AirVenture Oshkosh is a place
where aviation lovers from through
out the world get together to share
their passion for flight . Their unique

camaraderie, the excitement, inno

vations, education, entertainment,
thrills .. . all elements come together
at only one place and for only one
week each year.
For a glimpse of what makes the
annual gathering so special, watch
Oshkosh, the Spirit of Aviation, a 17
minute video that effectively cap
tures the extraordinary passion
for personal flight EAAers live and
breathe all year long. Narrated by
EAA member, actor, pilot, and Young
Eagles Chairman Harrison Ford, the
video is now available at www.EAA.
org/spiritmovie. And if you're in Osh
kosh, it's shown three times a day in
glorious high-definition at the Air
Venture Museum's SkyScape Theater.

Middleton Field Airport (GZH),

Evergreen , Alabama
Copperstate Regional Fly-In

Casa Grande Municipal Airport (CGZ),

Casa Grande, Arizona
October 23-26, 2008
U.S. Sport Aviation Expo

Sebring Regional Airport (SEF),

Sebring, Florida
January 15-18, 2009
Aero Friedrichshafen

Messe Friedrichshafen (EDNy),

Friedrichshafen , Germany
April 2-5, 2009
For details on EAA chapter fly-ins
and other local aviation events, visit





P.O. Box 3086

OSHKOSH , WI 54903-3086

OR YOU CAN E-MAIL T HEM TO: vintag eaircra ft@e aa.org

On Tail-wheel Bolts
The December 200? issue of
Vintage Airplane contained a very
useful article entitled "Bolt Break"
which dealt with the failure of an
Aeronca Sedan tail-wheel attach
ment fastener. I found this espe
cially interesting since a similar
failure occurred on my Champ
about eight years ago.
The design of the tail-wheel as
sembly bracket where it attaches to
the tail-wheel strut (see exploded
view in article) is such that a pry
ing action exists which produces a
bending and tensile loading on the
bolt. In addition, this load is of an
alternating nature due to landings,
bumps encountered during taxiing,
etc. Hence, the bolt is subjected to
alternating tensile stresses, which,
if sufficiently large, can produce a
fatigue crack. Then, after enough
loading cycles, a crack will propa
gate across the bolt causing failure,
as shown very well in the photo in
the referenced article. If the joint
surfaces separate in service, the al
ternating stresses will become very
large. To minimize this potential,
it is very important to keep the
joint tight by applying and main
taining sufficient bolt pre-load. On
my Champ, I accomplished this
by torquing the nut to the level
specified in AIC 43.13 for an AN?
bolt, and re-torquing after about
10 hours of service.
In addition, it is important to
ensure that joint components are

MARCH 2008

of the correct materials, as the ar

ticle points out. This includes the
washers, which should be at least
as strong as the bolt to avoid em
bedment (localized yielding under
bolt-head or nut faces), which can
result in reduction of initial bolt
A "trick" to consider is over
torquing the fastener by ap
proximately 10 percent, partially
loosening the joint and re-torqu
ing to the recommended value.
This can produce localized yielding
of the metal in the joint compo
nents , which will serve to mini
mize further deformation, and
reduction of pre-load, in service.
Also, if using an elastic stop nut,
add the "drag" torque of the nut to
the specified torque to get the cor
rect value.
I hope that some of this will be
Roger Johnson,
Mechanical Design Engineer

aircraft tail-wheel spring or bracket

be designed with a pair of bolt holes,
which would negate the prying action
of the bracket should the pre-load on
the single bolt design be lost. I don 't
disagree with the concept, but in this
case such a redesign would prove im
practical for type certificated aircraft.
Since the des ign and the resulting
aircraft mounting has been Civil Aero
nautics Authority/Federal Aviation
Administration (CAA/FAA) approved
for type des ign for decades, and it
has generally proven to be acceptable
across a wide variety of tail-wheel
equipped aircraft, it seems that the
proper course of action, as mentioned
in the article, is to ensure the proper
hardware (or an FAA-acceptable sub
stitute) is installed and properly
torqued. It would seem to be prudent
to regularly check the torque on that
particular bolt. In my case, since the
aircraft is flown off grass and paved
surfaces, in addition to the check dur
ing the annual inspection, I'll check it
at least twice or even more often dur
Thanks, Roger. Would any other ing the flying season. -HGF
members care to weigh in on the mer
its of Roger's comments regarding Champ Door Lock
over-torquing slightly, loosening the
I look forward to this magazine
joint's fasteners, and then retorquing each month and have for many
to the specified value?
years. I especially enjoy "Pass It
We received two letters on this to Buck." His contributions are al
subject; another mechanical engi
ways fun, informative, and inter
neer with an ex tensive background esting. I had the good fortune to
in amateur-built aircraft suggested meet him during a past Oshkosh .
that the basic design was at fault and He was most gracious and helpful
that it would have been better if the with my basic questions on resto
tail-wheel bracket and the resulting ration . I now have U.S. origin de

Havilland DH.60 in process as a result of his good

Page 13 of the December issue has the article
"Champ Door Lock." I don't see how this works
as shown in photo 1. It appears that the bracket
(detailed in photo 5) would pivot around the lock
and off of the handle. Maybe the bracket should
be mounted reversed so that the U-shaped section
would retain the door handle, or maybe I just don't
understand the situation.
Regardless, thanks for a great magaZine.
Jim Brannan
Torrance, California
Dear Jim (and a few others who sent us similar
Thanks for your note regarding the door lock article
in the December issue of Vintage Airplane. After I read
your note, I wondered what I was missing in the photos,
so I checked with Bill Pancake, the man who built the
As I suspected, the photo does not show all that we
want to know about the handle portion of the lock. On
the far right end of the lock, it's not clear that the very
end of it is actually a loop that slips over the tip of the
door handle. It looks as thought it is flU" shaped and it
just slides over the handle, but that's not the case. The
far end of the handle portion of the lock loops around the
handle. You could fold one leg over the other and then
weld the end of the outside leg, or fold to a butt joint
that would be joined with a welded seam down the mid
dle of the back side of the square loop. Here's a drawing
I made to better illustrate the construction of it:

Type Club Issues

In an effort to address the concerns of the type clubs in
a more efficient manner than the group meeting previously
held during EAA AirVenture Oshkosh allowed, we have cho
sen to change the way in which concerns from the type clubs
are brought forward to the agency.
"The Small Airplane Directorate responds to the public 's
concerns throughout the year and in as timely a way as pos
sible," notes John Colomy, Manager of the Small Airplane
Directorate's Standards Office. "Although some type clubs
contact the Directorate whenever they have issues, in the
past they may have waited to discuss their concerns at the
annual meeting of all type clubs held during previous years
at EAA AirVenture. In order to improve communications, the
EAA and the FAA have agreed to try a different approach."
We ask that any issues the type clubs may


with the

FAA be sent to VAA headquarters by April 30. During the

month of May we will compile the issues in a list and for
ward them to Kim Smith, the manager of the FAA's Small Air
plane Directorate in Kansas City. Kim and her staff will then
contact the clubs, working to address the issues during the
first part of the summer and, if need be, meeting with the in
dividual clubs during AirVenture. After AirVenture, the Small
Airplane Directorate will report back to EAA regarding the is
sues brought forward and their disposition.
This process will replace the " large room" meeting previ
ously held during the convention. In that way, EAA can more
proactively facilitate the resolution of issues than we've
been able to in the past, and the FAA and EAA can give all
type clubs an equal opportunity for their concerns to be ad
dressed . We ask that only the head of each type club send


a letter; if you're a member of a type club and you feel the


club should address a specific problem, please contact the


club directly and ask that it be added to its list. Club presi


Door Lock Rev B.


H.G. Frautschy

By the way, Bill informed me that he built the door

lock out of .040-.50 stain less steel, and then bead
blasted it to remove any tool marks. All welding was
done using a TIG welder.

dents or their designated representatives should send their

letter to:
Vintage Aircraft Association
Attn : Type Club Issues
P.O. Box 3086

Oshkosh, WI 54903-3086

Or you can e-mail you letter to vintageaircraft@eaa.org. Only

those issues brought forth in writing will be added to the list.

Pemberton's Boeing

40C Restoration Flies

After 80 years .. .



Addison Pemberton stands next to the newest of the 18 restorations he 's been a part of, a Boeing 40C mailplane. The biplane
to the right is another mailplane restoration, a Boeing 4DM Senior Speed mail.

t's 44 feet wide, 6,000 pounds,

and if you sat on the top
wing, an African elephant
would have to look up to look
you in the eye. This is one big
biplane, meant for heavy lifting,
hauling 700 pounds or so of mail
plus four passengers and a pilot. No


MARCH 2008

With a 44 foot wingspan, and 13 feet tall, the Boeing

40C is a massive biplane, with a gross weight of 6,075


matter how you divvy up the proj

ect, it was one massive undertaking,
just the thing for a fellow who loves
to tackle a difficult restoration. With
18 airplane restorations under his
belt, Addison Pemberton was ready
for "the big one," and this biplane
certainly lives up to that billing.

After an intensive eight-year res

toration, Addison and his sons, Ryan
and Jay, along with his wife, Wendy,
have seen the culmination of their ef
forts (along with those of more than
threescore volunteers) when the big
Boeing flew on February 17, 2007,
for the first time since it crashed in

the mountains near Canyonville,

Oregon, in October of 1928.
February has been an eventful
month for the Pembertons and their
Boeing. Earlier, its first engine start
was done. In an e-mail to friends
and family, who have been kept
posted on the progress of the resto
ration, Addison wrote:
"[With] my son Ryan in the lofty
cockpit, we engaged the inertia starter
on the Boeing 40C for the first time
in 80 years, ran it though six blades,
and hit the mags. The 1340 Pratt lit
off strong and smooth before he could
even get to the booster coil on the first
try! We ran the airplane for 20 min
utes, which included an impressive full
power run that rattled every window
in town."

Waiting for calm, clear weather,

Addison flew the 40C at Felts Field
in Spokane, Washington, earlier
this week.
Here's part of what he wrote con
cerning the flight:
lIThe test flight this weekend went
perfect with my sons Jay and Ryan fly
ing chase in our C-185 (Spot) loaded
with video and camera . ... I was able
to fly the airplane hands-free within a
few minutes of flight .... In all flight
configurations I never used more than
1-1/2 degrees of trim change includ
ing slow flight at 55 mph. Cruise was
dead center with the 29 percent MAC
CG .... The airplane is very controlla
ble and pleasant with excellent ground
handling, good elevator, and very good
rudder control and heavy but effec
tive ailerons with a disproportionate
amount of rudder needed for more than
50 percent travel. The visibility is very
poor, but not difficult. The overwhelm
ing surprise is stability! 'Like a rock.'
"A wing lowered 10 degrees will
right itself in 10 seconds without pi
lot input. A depressed rudder will cen
ter almost instantly when released .
The speeds were much higher than we
imagined. I had to really work to keep
the airplane less than 110 mph, which
was our safety limit for ride one. I had
to really pull the power back. I am
sure we have a 125 mph flying ma
chine here.
l'Even with zero incidence the air-

Newleyweds Ryan and Taryn Pemberton after Ryan presided over the first post-res
toration start of the Boeing's Pratt & Whitney Hornet engine.

plane flies tail high, even

at low power settings in
"I had the feeling that
I could have crawled out
of the cockpit and walked
around the wings for a
while if I had wanted to,
then return to the cockpit
when it was time to land!
"Land in g is a very
pleasant final at 80, 70
over the fence, and hold
3 degrees nose-high and
the big 36-inch diameter
Ryan and Taryn share a few moments with Addison
wheels and soft 11-inch
after the first engine start.
travel oleo gear make a
transport touchdown in
the 50s almost imperceptible.

A few facts on the restoration

from Addison:
'(1) The project required my wife,
Wendy, to prepare 416 hangar meals
with an average of nine place settings.
This required 7,400 paper plates, 104
ga llon s of tomato sauce, and 1,000
bread rolls.

2) Two hundred twenty-one ga llons

of dope/ reducer and 120 yards of 102
Ceconite fabric . Twelve gal/ons ofpoly
urethane paint for the sheet metal.
3) The wings have 33,000 individ
ual parts in them.

Addison Pemberton, the driving force

behind the restoration of the mailplane.

4) The airplane weighs 4,080

pounds empty and has a gross weight
of 6,075 pounds. It's 34 feet long and
13 feet tall, with a wingspan of 44
1/2 feet. Wing loading is 10 pounds
per square foot, and power loading is
10 pounds per hp (same as our Super

Detail shots of the Boeing's large cockpit, and the interior cabin
with seating for four passengers. The cabin-to-cockpit telephone
you see hanging on the wall is fully operational!

Cub). It should cruise at 115 mph at 28 gph and 120 mph

at 32 gph. It carries 120 gallons offuel in three tanks.
5) We used 350 2-inch brushes, six gal/ons of West Sys
tem epoxy, and 181 rolls of paper towels.
6) There were a total of 62 volunteers who worked on
the project to some degree-21 volunteers who did a signifi
cant amount of work and nine that worked continually over
many years ."
Addison closed out one of his recent e-mails with the
following message:
"Thank you all for the interest in this dream, and I will en
joy flying the airplane and sharing it with all of you. Look for
the Boeing 40 to come to an airport near you! We will take the
ai/plane to Oshkosh, Blakesburg, Brodhead, and then to New
York, and then to San Francisco on the original transconti
nental airmail route this summer."

10 MARCH 2008

For video of the events leading up to and including

the Boeing's first flight in nearly 80 years, please visit
this website: www.HangarBuddy.com/addisonpemberton.
For more photos of the restoration, as well as details
concerning other aircraft in the Flying Pembertons' sta
ble, visit www.PembertonAndSons.com.
We'll have more on this restoration later in the year
in the pages of Vintage Airplane. Stay tuned!

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Duane Oosterhuis' Luscombe


, , E

very project has some

thing you key the rest
to," says Duane Oost
erhuis. "On the exte
rior of a home, for instance, it might
be the color of the shingles. In my
Luscombe I did the instrument panel
first and built the rest of the airplane
around it."
12 MARCH 2008

Duane has all sorts of building-proj

ect philosophies that he has developed
over a lifetime of doing non-aviation
projects, all of which were brought to
bear on his Luscombe.
"I'll be standing by the airplane
at an air show," he says, "and some
one will say, 'I wish I had that kind
of patience,' and I answer, 'I wish I

did, too,' because I have very little

patience. I have to substitute tenacity
for patience. I put my head down and
grind away until the project is over,
and that included the Luscombe."
Duane came to his Luscombe proj
ect by a rather circuitous route. His
tale is not the usual I-built-model-air
planes-dad-had-a -Cub- I-learned-to

Duane Oosterhuis

". .. we should work on

what we 'need' to do
to keep the project
~ moving, not what
'--_________--'! we 'want' to do."

fly, etc., which is the rubber-stamp

biography so many of us can lay claim
to. His flight training was govern
ment sponsored, and he spent much
of his service time flying Deuces, or
F-102s. He had very little to no gen
eral aviation flight time by the time
he got out of the South Dakota Air
National Guard. He had, however,
been peeking over the fence at some
of the more interesting general avia
tion airplanes, and he eventually did
something about it.

"I had been out of the Guard for

eight years when I went to Oshkosh
to look around, but I wound up buy
ing a Midget Mustang," Duane says.
Warning! It 's at this point in his
story that all flight instructors and ac
cident-prevention counselors should
probably skip this next paragraph.
And kids, don't try this at home.
"I hadn 't flown in eight years, so I
had the airplane delivered to me. Then,
without any tail wheel time, I just
crawled into it and took off. It wasn't

the smartest thing I've ever done, but

somehow I survived and the airplane
did, too. Even though I enjoyed it, I
didn't get to fly it very much. I had got
ten married and had kids, and as the
years went by, I found myself feeling
guilty when out flying by myself. The
result was that I only put a little over a
hundred hours on the airplane in the
14 years I owned it. I couldn't enjoy
flying, because I felt as if I was cheat
ing my family, so I stopped flying alto
gether and concentrated on farming."


These two views of the cockpit show the care that went into the fit and finish of the entire project. The seats are Tem
perfoam covered in Connelly leather. Duane says he started with the instrument panel's layout and rebuild, and then re
stored the Luscombe around it.

When he says "fa rming" he means

"Farming" with a capital "F," because
he was working 1,500 acres of corn
and soybeans in northwest Iowa, a
job that isn't for the faint of heart. It
was a great rural existence, but even
farming has been known to have its
hidden dangers.
"I had been at it for 25 years when
I started to deve lop what they call
'farmer's lung,' a respiratory problem
caused by the mixture of dust, mold,
and possibly chemicals. Not everyone
gets it and it creeps up on you slowly. I
coughed almost continuously and was
clearly in a tailspin healthwise. When
14 MARCH 2008

I asked my doctor what I could do, he

said, 'That depends on how long you
want to live.' He said if I kept farming,
it was going to greatly shorten my life,
and I didn't like that prospect at all."
Faced with the decision of mak
ing a change of life or dying, young
Duane and his wife, Mary, evaluated
options that could improve the fu
ture for the entire family. They made
a move to a patch of woods in the
Springfield, Missouri, area and that
eventually led to an airplane project
in his shop. Things worked out fine
because he had worked out a deal
where he sold the buildings and ma

chinery but kept the land and leased

it out on a crop-share basis . He was
still buying crop inputs and selling
grain, but more important, he was
staying out of the dust.
"When we relocated, I didn't know
anyone in the area, but we were at one
of the local picniCS and I ran into an air
line pilot who was ex-military like me, so
we started talking. In the course of that
conversation, we were talking about air
plane projects and he mentioned that
he knew of a couple of Luscombes that
were in a hangar in Denton, Texas. And
that's what got me started.
"I track ed down the owner and

bought everything he had; there was

an incredible mess of parts there. On
the first inspection, I counted seven
wings and two fuselages and so much
other stuff I couldn't begin to catalog
it until I got it all home.
"When I inventoried everything,
I was surprised to see so many new
old stock [NOS] parts . It, for in
stance, looked as if someone had
just gone through a hardware cata
log and bought a number of every
thing listed . I had several dozen of
every kind of screw, bolt, and washer
a Luscombe ever used. I had a cou
ple of new landing gear legs and two
brand new windshields. There was,
however, only one engine, so I fig
ure I had about 1. 7 Luscombes. Some
one had intended on restoring the
airplanes, but they didn't get much
past ordering parts."
The Luscombe is certainly one of
the most popular garage-type restora
tion projects not only because proj
ects are often priced right, but also
because their size makes them good
for one-man operations and small
work spaces.
"I have a great workshop and for
some reason seem to do my best work
when I'm alone. The Luscombe was
perfect for that. Nothing on it is heavy,
and if I needed to move something like
a wing, Mary could easily handle the
other end. That said, I got great help
from a friend, Ray Petre-hot rod builder
and machinist-with some of the inte
rior and metal work," says Duane.
The first order of business was to
sort through the pile of Luscombe
debris and decide which fuselage to
build up and which wings were best,
and generally triage his goodies.
"None of the parts were what you'd
call junk. They are all pretty good ,
but I selected the wings that came
with one of the fuselages, and they
happened to be metal wings, even
though you don't usually see metal
wings on a '46 8A. I checked the fac
tory records, and yes, these were the
correct wings.
"Since I had a spare fuselage and
I had no experience in restoring air
planes, I decided to start working on
the spare first, as a learning experi

ence, before I started on the one I

was going to keep . I was glad I did
that, because it takes time to get in
the rhythm of a project like this. My
project education included the study
of lots of parts and assembly manu
als plus many phone conversations
with a very helpful Brandon at the
Luscombe History Foundation. By
the time I started on what was to be
my airplane, I had learned a lot.

"I coughed almost

continuously and

was clearly in

a tailspin


When I asked

my doctor what I

could do, he said,

'That depends on

how long you

want to live.'"

"Incidentally, when I sold the first

airplane as a project that was off to a
good, clean start, the buyer commented
that I had under-represented it and he
was happy to have found it. We stayed
in touch and I was happy to learn that
he had it flying long before mine."
According to the logs that came
with his airplane, it hadn't flown since
1964, at which time it had 118 hours'
total time. However, there are some
things about the airplane the logs
couldn't, or wouldn't, tell Duane.
"It was obvious the airplane had
been damaged at least twice. Both times
it had been well repaired, but nonethe
less, it had been repaired and it wasn't
in the logs. The left wing, for instance,
showed where at least one skin had
been replaced and spliced, and it had
been on its back because the top of the

vertical fin had been crunched.

"I was concerned about corrosion,
so I took the bottom wing skins off
and was pleased to see the wings were
fairly clean, but I put inspection pan
els in them anyway so I could keep
an eye on things.
"Both of the wingtips, which are dead
soft aluminum, had seen better days,
but they were repairable. So, I made up
wooden bucks and slowly ironed out
the dents. My goal was to use no body
filler on them, and I didn't. "
One of the first things you notice
when walking up to Duane's airplane
is how straight all the sheet metal is,
and the first assumption is that the
skins on the control surfaces have been
replaced, because the corrugations are
all arrow-straight and perfect.
"I didn't replace any of the skins.
Instead, I spent a lot of time carefully
working out each little dent and kink.
I know I spent a lot of time doing
that, but it was a satisfying thing to
do. The same thing was done on the
nosebowl and cowling.
"The original cowl was all there
but had its share of what was mostly
handling damage from being moved
from place to place after it was stored.
The aluminum is fairly soft and easy
to dent, but it's also fairly easy to ease
back into its original shape as long
as you go slow and keep after it. Just
like the wingtips, I was determined to
keep the original parts, so I just slowly
moved through each part, straighten
ing as I went.
"Actually, before I did anything
on the fuselage, I Scotch-Brited and
cleaned up everything. Then I totally
finished the panel, with the excep
tion of installing the instruments. In a
Luscombe the instrument panel is an
important piece of the fuselage struc
ture. I had already decided I wanted
this to be a practical piece of trans
portation, so I wasn't trying to re-cre
ate a factory-new Luscombe. What I
wanted was an airplane that reflected
the spirit and feel of the times but
was thoroughly modern in its utility.
And that concept was put in motion
when I did the panel. I set the panel
up so it 'felt' 1946, but it has every
thing in it I'll need in 2008."


As part of his "project philos

ophy," Duane says it's important
to employ some discipline.
"One of the problems with
any project, airplane or oth
erwise," he says, "is that some
things are naturally more fun
to do than others. If we yield to
that temptation, however, we
wind up hopping around the
project and not doing every
thing in the proper sequence. It
is hard, but we should work on what
we 'need' to do to keep the project
moving, not what we 'want' to do."
One of the challenges of the fuse
lage was that although it included a
number of factory-new items, like the
firewall dishpan and new gear legs,
they didn't have the holes drilled for
mounting, so he had to use some in
genuity and ask questions.
"The dishpan was not an intui
tive assembly: I didn't know exactly
how it fit, but it had to fit perfectly or
other components wouldn't fit right
either. I called the Luscombe Founda
tion, and a nice lady on the phone
gave me a series of dimensions, and
I blindly followed them as exactly as
I could . It was a real act of faith that
I drilled, finished, and painted the
pieces without ever fitting them on
the airplane, and I was almost afraid
to try putting them in place. When
I finally assembled everything, they
fit together very nicely. That was
just one of many places where the
Luscombe Foundation helped me."
Duane bought an engine, an
0-200, from a gentleman who said he
knew someone who could overhaul it
for him at a good price and he'd set
it up. Unfortunately, things didn't go
as planned.
"I sent him the engine and some
of the money; then I waited and
waited. Nearly two years and dozens
of phone calls later, he said come and
pick it up. When I got there, he was
nowhere to be found and one of his
workers helped me load the engine.
I had been having bad feelings about
the motor before this, but when he
made it a pOint not to be there when
I picked it up, I knew something was
wrong. Especially since on the out

MARCH 2008

tion . I wanted us to be able to

sit in there for any number of
hours and be comfortable for all
of it. And that's exactly the way
it worked out."
Parts were prepped and
primed with DuPont Variprime
by Duane in his shop at home.
Then Ozark Body Works, which
J: is owned by a friend, Mark
'i! Walansky, finished painting the
parts in a piecemeal fashion as
they became available . Duane de
signed the overall paint scheme and
helped them lay it out prior to ap
plication of the PPG Deltron 2000
DBC paint.
The project was started in 2000,
and it flew for the first time in Decem
ber of 2005. Normally, that would be
five years, but the airplane sat nearly
complete for an entire year before the
wings were finally attached.
"When I got it ready to fly, I felt like
it was time to step back and catch up
on life. I had neglected a few things
around the place, plus my daughter
was planning a wedding on our front
lawn. In fact, we had the reception in
my workshop, with the Luscombe fu
selage as part of the decorations. "
When Duane did get the airplane
flying, he flew it and flew it and then
flew it some more. There hasn't been
a fly-in within reasonable flying
distance that he hasn't taken it to ,
and where the airplane was judged,
it always did well. His trophies and
plaques range from the Grand Cham
pion Neo Classic at the AAA Fly-In at
Blakesburg '07 to Outstanding Cus
tom Classic (81-150 hp) at EAA Air
Venture Oshkosh to Grand Champion
at the Mattoon, Illinois, Luscombe
Fly-In (and People's ChOice, too).
"I didn't build it to show. I built it
for the fun of the project and for the
pure joy of flying a historic yet reli
able and economical airplane."
It's difficult to know how many
people appreciate his effort, but it's
easy to see how many people like the
airplane by observing those who grav
itate toward it. They may not know
what it took to get it in that condi
tion, but they definitely know what
they like when they see it.

side of the motor I could see used

bolts and multiple washers. So, what
did the inside look like?
"Rather than taking the engine
home, I drove it right down to Monty
Barrett's shop in Tulsa. They only
had to do a little scoping to verify
that what I felt was true. The engine
oil tank was full of crud, and many
of the parts were out of tolerances.
There were even loose pieces floating
around in the crankcase. It was junk.
Expensive junk. The FAA impounded
and disassembled the engine . They
said it wouldn't have made it around
the pattern, and the builder is now
serving time in a federal penitentiary.
The engine was then totally rebuilt
by Barret Precision Engines."
The engine installation on Duane's
airplane is interesting not only be
cause it is so clean, but also because
there are some interesting features.
"I love making patterns, so I made
all the baffles myself, tightening up
the tolerances so the airflow was bet
ter. Then I got a 337 to install the
oil filter jacket and blast tube off a
Tomahawk. That takes cool air from
the front of the engine and flows it
around the filter in a jacket.
"It took another 337 to install an oil
pressure switch with a panel light. Us old
guys [Writer and editor's note: He's not
old!] need those red warning lights."
With all the mechanical stuff be
hind h im, Duane could then turn
his attention to the cosmetics for the
paint and interior.
"The idea was to keep the feel of
the 1940s but to substantially up
grade both the quality and com
fort of the interior. Connelly leather
over Temperfoam on redesigned seat
frames took the interior in that direc

Oshkosh. 2008. July 28-August 3.

The Spirit ofAviation.


Waco Winterfest

in Wisconsin

The 2001 Brodhead Skiplane Fly-In was

the setting for a Waco wonderland










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hen we had the inaugural Waco Win

terfest back in 2001, it was a resound
ing success, held in conjunction with
the Brodhead, Wisconsin, Skiplane
Chili Fly-In on February 10 of that
year. Heavy rains earlier in the week dampened spirits
only briefly, as a fortuitous snowfall on Friday delivered a
powdery coating to the aerodrome, affording quite decent
ski conditions, albeit a bit icy in spots. The weather was
responsible for rather low attendance from club members,
with one Waco present. Nearly 15 skiplanes arrived and an




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What the well-dressed winter Waco pilot and passenger wear

on a bright winter's day. Larry Harmacinski and his wife , lise,
learned long ago that keeping warm is the key to having fun
during a Wisconsin winter.

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astonishing amount of chili was consumed by the raven

ous flyers.
Ride hopping was cheerfully in progress between bowls
of chili, and the Champs, Cubs, and Waco were aloft
much of the day, enjoying the blue skies and nearly calm
winds . While the ubiquitous Federal ski adorned most
ships, the singular Waco was resplendent on its Marston
skis, crafted from white oak. Handling of the Whirlwind
Straightwing was reported as excellent, with high marks
given to the steerable tail ski.
The Marston skis in use that day on NC656N repreVINTAGE AIRPLANE


February 1944,
Laconia, New Hampshire , airport
(From left to right) Chub Jessup, the man
ager of Skyhaven Flying Service; Caleb
Marston, the designer and manufacturer
of the skis; Bill Champlin , the owner of
Skyhaven Flying Service; Barney Virgin,
one of Skyhaven 's instructors; and chief
pilot Andy Purington.

20 MARCH 2008

skis were simply operated on the bare oak bottoms, with

battle scars and gouges as hard-won evidence of duty in
the field. The high-density plastic not only helps pre
serve the skis, but provides relief from freezing to the
ground with minimal sticking tendency, as well as de
creased resistance on takeoff. The tail ski was obtained
from Hiram Wells of Alaska and had in years past been
on his Cabin Waco.
Ski flying offers many rewards to offset the small nu
ances one encounters. The smooth air rivals a summer
flight at dawn. The visibility is generally excellent, devoid
of the omnipresent thick summer haze. The performance
is remarkable in the cold dense air, and the Wright Whirl
wind pulls the Waco into the air with incredible ease.
Here's hoping that the shots you see on these pages will
embolden the members into enjoying the subtle pleasures
of flying their Wacos year-round!

sent some colorful aviation history in their own right. In

Concord, New Hampshire, Caleb Marston began building
skis in the late 1920s. Success was immediate and pro
fuse. Possessing mastery over all things mechanical, Caleb
gained early recognition as New Hampshire's first licensed
aviation mechanic. On July 24, 1927, it was Caleb who
was on hand to service the famous silver ship named The
Spirit ofSt. Louis, when Lindbergh was in the early portion
of his Goodwill Tour during a stop in Concord . Unable
to contain his energy and talent, Caleb also designed and
built three biplanes, of two-place design at least one of
which still survives.
The subject skis were manufactured in December 1931
and carry Civil Aviation Authority type certificate num
ber 84. Though their early days are a bit uncertain, in the
1940s they adorned Waco ASO NC806M at Laconia, New
Hampshire, while in the summer this ship would often
be found on floats. Lyman Rice, also of Laconia, became
owner of these skis in the 1950s and installed them on
his RNF, spending happy winter weekends flying from his
own 600-foot strip. The skis eventually were stored in the
attic and forgotten about for years.
It was Dick Jackson who remembered their existence
and helped arrange a purchase from Lyman's daughter,
Jane, so they might once again be used as intended on a
Waco. Gaining from Dick's experience and insight with
his Marstons, plastic bottoms were added, along with
stainless steel wear strips on the edges. Originally, the

During the summer months,

the Waco is resplendent, with
a pair of huge polished wheel
pants and speed ring around
the Wright Whirlwind.


Greater Kansas City

Area Vintage Fly-In

Hosted by VAA Ch apter 16

Karl Heinz's Fairchild PT-19.

Just about 20 miles southwest of

the greater Kansas City metro area lies
the small town of Gardner, Kansas.
Nearly absorbed by the urban sprawl
of the city, Gardner still retains the

22 MARCH 2008

rural, small town atmosphere that

makes it so special for those who love
vintage airplanes. The Gardner air
port has a rich history, having been
a stop on one of the early mail routes

in the mid 1920s. At one time, its air

way beacon came alive every evening
to beckon mail pilots in their open
cockpit biplanes inbound from St.
Louis, Missouri, or Topeka, Kansas.
During this time, the field was just
a large square allowing landings any
direction into the wind.
A few years later, the field became
a satellite field for the new Olathe
Naval Air Station (now New Century
AirCenter Airport), where thousands
of Navy pilots trained throughout
the war years of the'40s. After World
War II, the Gardner Municipal Air
port was deeded to the city of Gard
ner by the Navy with the stipulation

Nan Funkhouser's 90-hp Globe Swift is

serial number 8; it's the oldest flying
original Swift.
Gene Linder's unusual Piper HE-1 Air Ambulance.

John Swander's 1932 Waco UEC that was the Grand Champion Antique at EM Air
Venture Oshkosh in 2000.

Duane Oosterhuis' Luscombe 8A.

that it continue to be used as an air

port. Today, it sits just outside the
Kansas City Mode C veil and is a vi
brant example of a small town air
port. More than 100 mostly classic
and an tiq ue airplanes are perma
nently based at the airport, and a
sunny Saturday morning will find
many planes making use of the two
beautiful grass runways and newly
resurfaced paved runway.
Every June, on the fourth Satur
day of the month, VAA Chapter 16
hosts the Greater Kansas City Vin
tage Fly-In. June 23, 2007, found the
chapter faced with low ceilings and
some fog early, but by mid morning,
this was burning off and surround
ing areas were starting to open up.
Rag-wing pilots from all over the area
were enjoying the pancake breakfast
and later the hot dogs and burgers
provided by the local youth chapter
of the Lions Club. By noon a good
crowd was beginning to gather, and
the parking areas were filling up and
the flying events were starting with a
beanbag drop and spot landing con
test the featured events. There were
also a number of nice antique cars
and hot rods in attendance including
a 1903 Oldsmobile.
Although the turnout wasn't quite
as good as prior years due to the early
bad weather, some 75 planes made it
to Gardner to enjoy the fun. In ad
dition to the airplanes shown in the
photos, a few of the notable airplanes
flown into the event included Bob
Williams' Ryan PT-22, Dan Malin's
Marvin Story and Ken Smiley's prewar
Aeronca Chief with the upward exhaust.


Rick Case's beautiful Cessna 195.

Kevin Pratt's Beech D178 8taggerwing.

The flightline of the Greater Kan sas City Vintage Fly-In at Gardner,
Kansas, hosted by VAA Chapter 16.

Steve Lawlor's Aeronca 65-TC Tandem Trainer.


MARCH 2008

1941 Interstate Cadet prototype (se

rial number 0004-the oldest flying
Interstate), and Bill Bradford's clip
wing Luscombe SA. On top of these
special airplanes, there was a good
assortment of other Stinsons and
Aeroncas and Taylorcrafts and Pip
ers, as well as a Yak-52, several RVs,
Larry Haas' Oshkosh-winning Midget
Mustang, several WWI replica fight
ers, and a full-scale WWII-era Fieseler
Storch replica. Considering the total
number of planes at the fly-in, the
quality and rarity was extraordinary.
Just before dinner, we married off
chapter member Randy Klemp to his
new bride, Angel. The two exchanged
their vows in front of their airplane
and departed on a brief honeymoon
flight in their Cessna 140, while the
remainder of us dispatched for a fabu
lous barbecue dinner in the shelter
house, hosted by our local chef Dick
Hartzler. As the sun began setting
on the Gardner airport, those of us
who remained enjoyed airplane mov
ies projected on the wall of a han
gar known as the Blazer Bijou while
munching on popcorn and sampling
a variety of beverages.
Mark your calendar for June 2S,
200S, when we will be holding our
next fly-in. We'd love to see you
there. We have some on-field activ
ities for early arrivals on the Friday
night before, and there are motel
rooms nearby or camping available
on the field. If you happen to be in
the area any other time, Gardner air
port would be a good stop. Gardner
airport ... Where the old airplanes go
to party!
Mark McCasland's beautiful Waco UBF.

Susan Dusenbury
Walnut Cove, NC
_ Airline captain flying night cargo
for a maior carrier
_ 22,000+ flight hours
_ Antique airplane restoration
_ Airplanes owned: 1940 Culver
Cadet, 1953 Cessna 180, 1936
Stinson SR-6 (in restoration)

"In contrast to today's highly impersonal business environment,

I find AUA, Inc. courteous, prompt and efficient. I look forward
to many years of continued service by AUA."

- Susan Dusenbury

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
No component parts endorsements


Air Displays

Vintage aviation in the United Kingdom

by David Macready and H.G. Frautschy
Photos by David Macready
David Macready, one of our most
active members in the United King
dom, has kindly been sending us giga
bytes of CDs, all full of nicely captured
photographs of the beautiful vintage
aircraft flown in the United Kingdom .
For those of us based in the United

States, some of these aircraft are liter

ally foreign to us. With the exception
of the Rearwin Cloudster, I don't know
of a single example in the United
States of any of the airplanes you see
on these pages. We hope that you en
joy this feature, which will appear on

a regular basis in the pages of Vintage

Airplane, and we encourage members
in other foreign lands to share high
quality digital images of their unique
aircraft with us as well. If you 'd like
submission guidelines, please drop us
an e-mail at vintageaircra{t@eaa.org.

Nick Parkhouse owns and flies this stunning 1939 Tipsy Trainer 1, G-AFWT, serial number 13. Also, see our back cover for a
beautiful shot of this chocolate brown and tan two-place, side-by-side training aircraft from WW-II.

The impossibly cute 1958 Currie Wot, G-APNT, serial number P6399. Its owner is Mr. B.J. Dunford.

MARCH 2008

Above left and above: Can you think of a prettier example

of a red and silver color scheme than this 1935 Miles
M.2W Hawk Traine r, G-ADWT? It's serial number 215 , and
it 's owned by B. Morris and R. Earl. The display pilot was
Andy Sephton .

Rare even in the United States, here's a 1939 Rearwi n 8125

Cloudster, the only one registered outside of the United
States. Owned by Mr. Melvyn C. Hiscock and registered as
G-EVLE, it is a 1939 model, seri al number 803.


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The year 2008 marks a significant period in the history

of the National Waco Club. We are celebrating our 50th
anniversary as a type club this year! This historic milestone
has been reached through the dedication of Waco owners
and enthusiasts around the world who have felt a need to
promote Waco aircraft and keep them flying. The National
Waco Club has grown from a small group of owners who
decided to form a club at the 1958 AAA Fly-In to support
their hobby to a worldwide organization that provides in
formation and help to anyone with an interest in Waco air
craft. The year 2009 will mark the 50th National Waco Club
Reunion Fly-In, and we expect well upwards of 50 Wacos to
attend this six-day event making this the greatest gathering
of Wacos ever. The dates will be June 23-28, 2009.
With more than 400 currant members worldwide,
the National Waco Club has such resources as the largest
collection of Waco photographs available in the world
and a complete listing of every Waco ever made with
serial numbers, registration numbers, year built, owners,
and final disposition. We also own all the original fac
tory sales records from 1929-1942 where an owner can
trace colors, interior, instruments, engines, props, and
any special equipment ordered. In addition, we can also
provide copy manuals for every model, engine manuals,
brake manuals, and even some prop manuals. Original
brochures for nearly every model are available for re
production as well. Our drawing list now covers some
30 different models and is growing rapidly. Nowhere
else on earth can you get this much information on any
Waco airplane.
The National Waco Club also hosts a website at www.
NationalWacoClub.com that contains more than 2000
Waco photos, as well as fly-in information, classified ad
28 MARCH 2008

vertisements, brochures, vintage advertisements, mem

bers' projects, interior and panel shots, plus much more.
In conjunction with the NWC website is the NWC mem
bers-only forum. Any member can join the forum by
simply being a member of the club. This forum currently
has more than 125 members who are restoring or flying
Wacos and is the best source of quick, knowledgeable
answers on any issue a Waco owner may have finding,
building, or restoring Waco parts.
The National Waco Club also plays host to a fly-in
reunion each year in the small community of Mt. Ver
non, Ohio, at a wonderful grass strip perfect for antique
biplanes called Wynkoop Airport (6G4), owned and
managed by Brian Wynkoop. This four-day event always
takes place the last full weekend in June with this year"s
event scheduled for June 26-29, 2008. We invite all Waco
owners and enthusiasts to attend this great grass-roots
reunion where flying Wacos is expected, ' swapping old
airplanes stories is warranted, and great camaraderie is
appreciated. Forums are held during the day on engines,
restoration work, and sheet-metal working. The NWC
sponsors cookouts at night, and the Friday night corn
boil is the place to be. Saturday night is banquet time;
it's hosted in town with gifts given to every Waco at
tending, and an auction of rare Waco memorabilia is
held to help support the NWC.
President Andy Heins and his lifetime friend vice presi
dent Doug Parsons, would like to extend a welcome to
any Waco owner/enthusiast to join the NWC. Dues are
only $20 per year for all of the above plus a 12-page bi
monthly newsletter. Contact the National Waco Club at
50 La Belle St., Dayton, OH 45403, e-mail wacoaso@aol.
com, or call 937-313-5931.


2.5L 5-cyllnder turbocharied enalne

Front-wheel drive
227 hp and 236 Ib-ft of torque
6speed manual transmission
DSTC Anti-skid System
Side-Impact Protection System (SIPS)
Whiplash Protection System (WHIPS)
Blind Spot Information System (BUS)
Bucket seats for all 4passeniers


EAA Members who are considering the purchase or lease of anew Ford Motor Company vehicle should be sure to take advantage of the Ford Partner
Recognition Program. Your membership benefits qualify you for X-Plan pricing, which could save you as much as $1059 on a2008 Volvo C30.


Ford Motor Company, In association with EM, Is proud to offer members the opportunity to save on the purchase or lelll of
Vlhlcltl from
of bra.

The VAA annual fund raising

campaign fuels VAA action


Each year at EAA AirVenture Oshkosh the

dows that need caulking, doors that need

largest single space for the display of enthu

to be replaced, and roofs that need to be

repaired. To be certain, almost all of the la
bor involved is performed by our dedicated

siasts' aircraft is the Vintage Aircraft park

ing and camping area . For more than three
decades it 's been a picturesque scene of
the finest restored airplanes seen in this
country, and a gathering place for aviation
people and their magnificent machines to
share knowledge and friendship .
Each day during the convention, we've all
been able to see the widest variety possible
of airplanes, including a few one-of-a-kind
aircraft. Don't forget the special Type Club
parking area, where we host many exam
ples of a particular manufacturer's airplane .
From replica race planes to the American
Barnstormers Tour, the amazing colors and
outlines of the golden age of aviation are
on di splay for all to see each year. All of
this is possible through the efforts of the
nearly 500 VAA volunteers, the volunteer
VAA board of directors , and the VAA staff.
Their passion is what makes it a great
place to be throughout the week of AirVen
ture , and why so many visitors and aviation
enthusiasts come back year after year to
work, relax , and enjoy aviation's premier
event. It ' s a place to rekindle old friend
ships and make new ones. A time to relax
and enjoy aviation, learn something new,
and rub elbows with our fellow aviators . As
you can imagine, it takes some fairly sub
stantial financial resources to underwrite
such an event, and the Vintage area at EAA
AirVenture is no exception.
The Vintage Aircraft Association has, by
necessity, elected to underwrite a portion
of its yearlong activities with funds other
than members' dues . The proceeds from
this fund pay for all sorts of volunteer ac
tivities and improvements to the VAA area ,
as well as supporting VAA advocacy efforts
and educational endeavors . It serves as
working capital for improvements such as
the new kitchen for the popular VAA Tall
Pines Cafe, as well as for upkeep of many
structures. There's never a shortage of win

MARCH 2008

and talented volunteers, but what about the

cost of supplies and hardware?
That's where our Friends of the Red Barn
campaign comes in-it provides all of us,
who wish, the opportunity to assist in the vi
tal financial support of the VAA's activities.
We're most appreciative of the contri
butions made by hundreds of VAAers who
see the tangible benefits of supporting their
fellow VAA members in this manner. As a
critical part of the VAA budget , the fund
pays for such diverse items as VAA awards
presented during the annual EAA aircraft
awards program, special recognition for our
many volunteers, and expenses associated
with our special displays, forums, and edu
cational areas such as the VAA Workshop
tent and the Type Club tent.
Your annual contr ibution made in the
first half of 2008 will directly benefit this
year's convention activities and VAA pro
grams throughout the year. New this year
for the top two gift levels is the opportunity
to sit in a special VIP area for the afternoon
air show, and for the Diamond Plus level ,
there's adults-only access to the EAA VIP
hospitality area .
Please consider actively participating in
the 2008 VAA Friends of the Red Barn cam
paign. Your donation may be tax-deductible
to the extent allowed by law, and you can
enhance your participation if you work for
a matching gift company. You can do so by
copying and filling out the form included on
these pages, filling out and sending in the
form included in the mailing that will arrive
in your mailbox soon, or by donating onl ine
at www.VintageAircraft.org/programs/red
barn .html. If you desire more information
concerning the VAA's Friends of the Red
Barn campaign, feel free to give us a call
at 920-426-6110. We'd be happy to speak
with you!

Many services are provided to vintage

aircraft enthusiasts at EAA AirVenture
Oshkosh. From parking airplanes to feed
ing people at the Tall Pines Cafe and Red
Barn, more than 400 volunteers do it all.
Some may ask, "If volunteers are provid
ing the services, where is the expense?"
Glad you asked. The scooters for the
flightline crew need repair and batteries,
and the Red Bam needs paint, new win
dowsills, updated wiring, and other sun
dry repairs, plus we love to care for our
volunteers with special recognition caps
and a pizza party. The list really could
go on and on, but no matter how many
expenses we can point out, the need re
mains constant. The Friends of the Red
Bam fund helps pay for the VAA expenses
at EAA AirVenture, and is a crucial part of
the Vintage Aircraft Association budget.
Please help the VAA and our 4OO-plus
dedicated volunteers make this an un
forgettable experience for our many EAA
AirVenture guests. We've made it even
more fun to give this year, with more giv
ing levels to fit each person's budget, and
more interesting activities for donors to
be a part of.
Your contribution now really does
make a difference. There are seven levels
of gifts and gift recognition. Thank you
for whatever you can do.
Here are some of the many activi
ties the Friends of the Red Barn fund
Red Bam Information Desk Supplies
Participant Plaques and Supplies
Toni's Red Carpet Express Repairs and

.Caps for VAA Volunteers

Piua Party for VAA Volunteers

Flightline Parking Scooters and Sup
Breakfast for Past Grand Champions
Volunteer Booth Administrative Sup
Membership Booth Administrative Sup
Signs Throughout the Vintage Area
Red Bam and Other Buildings' Main
Tall Pines Cafe Construction

.And More!

Please help the VAA make

EAA AirVenture an unforgettable

experience for our many guests.

Become a Friend of the Red Barn

Diamond Plus
EAA VIP Center

2people/Full Week

VIP Airshow Seating

2peoplel2 Days

Close Auto Parking

Two Tickets to VAA Picnic

Special FORB Cap

Two Passes to VAA Volunteer Party
Special FORB Badge
Access to Volunteeer Center
Donor Appreciation Certificate
Name Listed: Vintage Airplane Magazine,
Website and Sign at Red Bam

~ -




Full Week




1Person/Full Wk

2People/Full Wk

2People/Full Wk

2People/Full Wk





Tri Motor Certificate

Breakfast at Tall Pines Cafe

Full Week

VAA Friends of the Red Barn

Name_______________________________________________________EAA#________ VAA#________
Please choose your level of participation:
Diamond Plus $1,250.00
___ Diamond Level Gift - $1,000.00
Platinum Level Gift - $750.00
Gold Level Gift - $500.00

___ Silver Level Gift - $250.00

___ Bronze Level Gift - $100.00
___ Loyal Supporter Gift - ($99.00 or under)
___ Your Support $___

o Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)

o Please Charge my credit card (below)
Credit Card Number _ _ _ _ _ _ _ _ _ _ _ _ _ Expiration Date _ _ __
Signature_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Mail your contribution to:


PO Box 3086
OSHKOSH, WI 549033086

'Do you or your spouse work for a matching gift company? If so, this gift may qualify for

a matching donation. Please ask your Human Resources department for the appropriate form.

NameofCompany _____________________________________________________

The Vintage Aircraft Association is a non-profit educational organization IInder IRS SOIc3 rules. Under Federal Law, the deduction from Federal Income tax for
charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or
services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to YOll for IRS gift reporting reasons.



Kick the tires

Part II
In last month's article on preflight
inspections, I wrote about a pilot I
knew who missed the fact that the
fuel cap on his Cessna 195 was not
securely fastened. It ended up with
the beautiful airplane being destroyed
in a forced landing, and the lucky pi
lot and his passenger escaping with
nothing more than minor injuries.
In that article I also alluded to other
losses one might incur in such a situ
ation, although the only thing to get
damaged might be the ego.
In the book FARs Explained by Kent
Jackson, he relates a situation where
a pilot lost his private pilot privileges
for 15 days after being found in viola
tion of FAR 91.13, Careless or Reckless
Operation. In the case of the Admin
istrator v. Stimble EA-4177 (1994),
"... the pilot failed to discover an
improperly installed fuel cap dur
ing preflight inspection." Now I am
sure there wasn't an FAA inspector
just hanging out on a ramp watch
ing pilots conduct preflight inspec
tions who caught the unwary pilot.
Although I don't know the rest of
the details, I am sure that some
thing else happened to bring the
attention of the FAA to the improp
erly installed fuel cap.
Aside from the "catchall" 91.13,
which will typically be used in an en
forcement action, what other regula
tions are there to guide us, and keep
us safe, in relationship to preflight in
spections? There are four that specifi
cally address the issue. They are 91.7,
Civil Aircraft Airworthiness; 91.9, Civil
Aircraft Flight Manual, Marking, and

MARCH 2008

Placard Requirements; 91.205, Powered

Civil Aircraft . .. Instrument and Equip
ment Requirements; and 91.213, Inop
erative Instruments and Equipment.
Let's take a look at all of them;
here's where we will find an aircraft
that might be totally safe to fly and
yet still be unairworthy in the eyes
of the FAA. (Which could lead to a
disaster of another type, one usually
settled by lawyers.) It is here that we
can find what instruments and equip
ment we must have in an operable
condition, and also how we should
proceed if we find anything amiss
during our preflight inspection.
Starting with FAR 91.7, we find
that: "(a) No person may operate a
civil aircraft unless it is in an airwor
thy condition." And "(b) The pilot
in command of a civil aircraft is re
sponsible for determining whether
that aircraft is in condition for safe
flight...." Well, how does one define
"airworthy"? Reading the airworthi
ness certificate (you did ensure it was
in the airplane, along with the reg
istration, operating limitations, and
weight and balance during your pre
flight inspection, right?), you will find
verbiage that not only helps define
"airworthy" but also what keeps it ef
fective, which includes the require
ment to be properly registered. If the
aircraft is not currently and properly
registered, it is unairworthy.
In the 1980 case of the Adminis
trator v. Doppes, 5 NTSB 50, it was
found that: "The term 'airworthy'
comprises two different concepts,
both requisite to the airworthiness

of an aircraft. These are (1) that the
aircraft conforms to a type design ap
proved under a type certificate or sup
plemental type certificate (STC) and
to applicable airworthiness directives
(AD); and (2) that the aircraft must be
in condition for safe operation."
What this is saying, in essence, is
that we not only need to determine
that the airplane is safe to fly, but
that the airplane complies with its
type certificate data sheet (TCDS) as
well as any applicable STCs and/or
ADs to be considered "airworthy." For
those of us flying antique or Vintage
airplanes, it means that we might
have to become sleuths of the FAA
website to find the TCDS for our air
plane. It takes some patience and per
severance, but by searching through
the http://RGL.FAA.gov website, one
can find a TCDS for the vast majority
of the airplanes we fly. The website
is much easier to use than the older
printed versions, since you can search
by model number rather than having
to remember the name of the newest
owner of the type certificate. (If I was
able to do it, surely anyone can.)
Having found the TCDS, you now
must make certain, as you inspect
your airplane, that it complies with
the TCDS and any STCs (meaning that
you cannot have any modifications
that are not included in those docu
ments) for that particular airplane.
You must also be sure that any and all
ADs have been complied with.
Although there are times when
we might question the reason for an
AD, compliance is for our own good.

One example goes back to the fuel

cap issue. I heard of a fuel starvation
situation where fuel would not feed
due to a venting problem with caps
replaced with an improperly vented
cap, which had been addressed in an
AD issued way back in 1952.
Sometimes ensuring that all the ADs
have been complied with can be almost
impossible for our older airplanes. As
an example, a sharp-eyed mechanic
discovered that an AD that had been is
sued for my Super Cruiser back in 1948
(one year after my PA-12 had been
built) had never been complied with.
This was in 2004, 56 years after the AD
had been issued. Needless to say, my
Super Cruiser is now in compliance.
Continuing our look at the regula
tions, we move on to FAR 91.9, which
says that we must comply with the "op
erating limitations specified in the ap
proved Airplane Flight Manual. ... "
Well , most of our older airplanes
(those certified to CAM 4 and earlier)
don't have an AFM, but don't despair,
in part (b) of 91.9 it says: "No person
may operate a US registered civil air
craft . .. (2) For which an Airplane
Flight Manual is not required by 21.5
of this chapter, unless there is avail
able in the aircraft a current approved
Flight Manual, approved manual ma
terial, markings and placards, or any
combination thereof."
FAR 21.5 allows aircraft manufac
tured before March, 1, 1979, to be
operated with a manual containing
operating limitations and information
required to be furnished in an AFM
or manual material, markings, and
placards by the applicable regulations
under which the airplane was certificated.
Which means that all we really need
here are the appropriate placards,
which might very well be minima l,
that were required when the aircraft
was certificated, as well as any doc
ument that might serve as a "flight
manual. " In my PA-12 that manual
consists of a whopping eight pages.
Okay, so now that we have verified
that the airplane has all the appropri
ate operating limitations, via man
ual, placards, and markings, we also
have to be sure that we comply with
FAR 91.205, which lists all the instru

ments and equipment that must be

installed and in "operable condition"
for visual flight rules flight, both day
and night, as well as for instrument
flight rules flight, depending upon
what type of flying we will be do
ing. Operable condition means that
the instruments and equipment are
"operating as intended by the manu
facturer." We must be sure that even
though we might comply with the
list provided in 91.205, there isn't
additional required equipment that
might be found in an "aircraft equip
ment list," a flight manual, or per
haps an AD.
If we find inoperable instruments

.. . we will find an
aircraft that might
be totally safe to
fly and yet still be
unairworthy in
the eyes of
the FAA.
and/or equipment during our pre
flight inspection, then FAR 91.213
gives guidance on how to proceed.
It states that if a master minimum
equipment list (MMEL) for that type
aircraft exists, upon which an MEL
has been developed for your partic
ular airplane, then that is the docu
ment that governs whether or not
the aircraft may be flown. But since
most of the airplanes that we Vintage
folks are flying do not have an MMEL
or MEL, 91.213 (d) (1) (i) says that "a
person may take off an aircraft in op
erations conducted under this part
with inoperative instruments and
equipment" as long as the inopera
tive instruments and equipment: are
not required by the TCDS, STCs, or
ADs; are not required by the aircraft's
equipment list; and are not required
by FAR 91.205, or any other rule spe
cific to the kind of flight operation
being conducted (as an example, the
need for a transponder in Class B or

C airspace).
However if we do choose to fly, it
then goes on to say that the inopera
tive instruments and equipment must
either be (a) "removed from the air
craft, the cockpit control placarded,
and the maintenance recorded .. . " or
(b) "Deactivated and placarded inop
erative .... " If you find yourself with
inoperable instruments or equipment,
referring to "Advisory Circular 91-67
Minimum Equipment Requirements for
General Aviation Operations Under FAR
Part 91" will give guidance on how to
go about removing, deactivating, and
placarding those items.
So we can see, after reviewing all
the applicable regulations, that it
might be possible to have an aircraft
that is completely safe and flyable;
however, that same aircraft might
also be unairworthy. If we fail to de
tect this in our preflight inspection,
it is quite possible that we might end
up in an enforcement action by the
FAA, and find ourselves with a sus
pended pilot certificate for a period
of time.
More importantly, as I stated in
last month's article, if we are dis
tracted, in a hurry, or complacent
in our inspection, the possibility of
missing something that would make
the airplane unsafe for flight becomes
more likely. The potential of finding
ourselves in a much more serious sit
uation than that of an enforcement
action becomes much more prob
able. Please be sure, as you preflight
your airplane, that you are careful,
methodical, systematic, and meticu
lous. Thus you will be not only legal,
but also and-more importantly-safe
when beckoned by ... blue skies and
tail winds.
(Thanks to my friend Al Miller, a
principle maintenance inspector with the
Albany, New York, flight standards dis
trict office (FSDO), for help in preparing
this article.)

Doug Stewart is the 2004 National

CFI of the Year, a NAFI Master Instruc
tor, and a designated pilot examiner.
He operates DSFI Inc. (www.DSFlight.
com) based at the Columbia County
Airport (lB1) .




Send your answer to
EAA, Vintage Airplane,
P.O. Box 3086, Oshkosh,
WI 54903-3086 . Your
answer needs to be in
no later than April 15
for inclusion in the June
2008 issue of Vintage
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.


December's Mys
tery Plane photo
came to us from the
EAA archives, from
the Cedric Galloway
Our first answer
comes from one
of our earliest VAA
members, Doug
Rounds (VAA 532)
of Zebulon, Georgia.
It is th e Tipton
Sport, powered by a
90-hp Warn er Scarab
Jr. It is a on e-of-a
kind airplane de
signed by B.G. Tip

MARCH 2008

ton, with engineering and stress analy

sis by William Ostoff. It was built in
1936 by Earl Reed and Walter Bury in
Raytown, Missouri.
lt was a nice flying airplane with ex
cellent visibility. Tipton formed an air
craft company to possibly manufacture
it, but the project didn't pan out. Only
one airplane was built.
Two-place side-by-side, welded tubing
fuselage, fabric-covered with wood spars
and ribs.
Model was designated W-7200X and
registered as X-16468, serial number 100.
They said it could keep up with the
90-hp Monocoupe, but there I have no
evidence to prove it.
Present whereabouts are unknown.
From Jack Erickson, State College,
Pennsylvania, we have:
The following information comes
from Juptner's T-Hangar Tales 0) and
Aerofiles.com (Ae). The information is
basically the same in both with a few
differences, which will be noted.
The December 2007 Mystery
Plane is the Tipton Model W-7200X.
The aircraft was designed by George
W. "Billy" Tipton (A e) (or B.G. Tip
ton 0)) with engineering analysis (in
cluding stress) by William Ostoff. It
was built by Earl C. Reed and Wal
ter Bury at Reed's shop in Raytown,
Missouri , in 1932 (A e) or 1936 (])
as sin 100. The 1936 date fits better
with the identification X 16468. The
aircraft was also known as the Tipton
90-2 (Ae) and the Tipton Sport 0). The
engine was a five-cylinder 90-hp War
ner R-300 Scarab Junior. Accommoda
tions for two are confused as tandem
(Ae) and side-by-side 0). Mr. Tipton
founded the Tipton Aircraft Company
at Old Richards Airport in Kansas City,
Missouri, but no production occurred.
Both (Ae) and 0) have a photo taken
on the other side of the Tipton from
yours, which Juptner credits to Earl
Reed. I hope someone comes through
with additional information to clarify
the differences.
Other correct answers were re
ceived from Mark G. Young, Van
couver, Washington, and Wayne Van
Valkenburgh, Jasper, Georgia. .......






March 7-9
March 14-16
March 15-16
March 15-16
March 15-16
March 15-16
March 15
March 28-30

April 5-6
April 5-6
April 5-6
April 5-6
April 5
April 5

April 25-27
May 3-4
May 16-18

2\7 days
2\7 days
2\7 days
2\7 days
2\7 days



Repairman (ELSA) Inspection-Airplane

Repairman (ElSA) Inspection-Airplane
Composite Construction
Electrical Systems &Avionics
Fabric Covering
Basic Sheet Metal
What's Involved in Kit Building
Repairman (ELSA) Inspection-Airplane
Composite Construction
Electrical Systems &Avionics
Introduction to Aircrah Building
Basic Sheet Metal
Test Flying your Project
What's Involved in Kit Building
Repairman (ELSA) Inspection-Airplane
Van's RV Assembly
Repairman (ElSA) Inspection-Airplane

Oshkosh, WI
W. Palm Beach, FL
Watsonville CA
Watsonville, CA
Watsonville CA
Watsonville CA
Watsonville CA
Riverside, CA
Detroit MI
Detroit MI
Detroit MI
Detroit MI
Detroit, MI
Detroit, MI
Denver, CO
Oshkosh, WI
Oshkosh, WI

Complete 2008 Schedule onhne soon





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This VAA Ca lendar of Events is a fraction of t hose posted on the newest page on the
EAA website. To submit an event, or to view the most up to date list, please visit the EM
website at www.eaa.org/calendar. During 2008, we'll publish this calendar as we transition
to an all-web based calendar for 2009. This list does not constitute approval, sponsorship,
involvement, control or direction of any fly-in, seminar, fly market or other event.
April 19 - Lake Jackson, TX - LBX Spring Fly-In. Brazoria County

May 16-18 - Kewanee, IL - 6th Annual Midwest Aeronca Festival. Kewanee

Airport (LBX). LBX Spring Fly-In, April 19, Flying Contests/
Municipal Airport (Ell). Seminars, flying contests, food, camping and
Activities, Aircraft Judging, Raffle, Great Food and Fun for
music. Showers on field. Bring your tail draggers. All aircraft welcome .
Everyone. Check www.airportl.com for more details. Start Time :
Lot's of grass to land on and to park/camp Start Time: 8:00am End
09:00 End Time: 15:00, Phone: 979-849-5755
Time : 10:00am Contact: Jody Wittmeyer, Phone: 309-854-2393, Email:
April 19 - Mayville, NY - Spring Fly-In. Dart Airport (D79). Join
us for the season opener! Start Time: 9 am End Time: 8 pm
May 17 - BelOit, WI - Spring Fling Pancake Breakfast and Fly-In. Beloit Airport
Contact: Greg or Bob Dart, Phone: 716-753-2160, Email:
(44C). This is Chapter 60's annual fund raiser for chapter projects,
scholarships, etc. that includes a full pancakes and eggs breakfast, fly-in,
April 25-27 - Pinevi lle , LA - EM Chapter 614 Spring Fly-In &
classic auto show and other fun activities for the whole family. Start Time:
Campout. Pineville Municipal Airport (2LO). Largest Fly-In in
0700 End Time: 1100 Contact: Ken Brooks, Phone: 815-985-0717,
Email: kenbrooks@charter.net
the state - held on beautiful Lake Beulow. Amphibs and float
planes can use the lake. Large camping area with facilities.
May 17 - Delaware - EM Vintage 27 Fly-in Breakfast. Delaware Municipal
Come join the fun. Start Time: Noon End Time : Noon Contact:
Airport (DLZ). Fly In breakfast Start Time: 08:00 End Time: 10:00 Contact:
Woody Mcintire, Phone: 6145652887, Email: wjmcintire@cs.com
Nick Nicewarner, Phone: (318) 452-0919, Email: nicewarnere@
May 18 - Brodhead, WI - EM Chapter 431 Community Pancake Breakfast.
bel/south. net
April 27 - Half Moon Bay, CA - Half Moon Bay Airport 18th Annual
Brodhead Airport (C37). Brodhead Airport EM Chapter 431 annual
Pacific Coast Dream Machines Show lOam - 4pm More than
Community Pancake Breakfast. Serving from 7:00 am to noon. Homebuilt
2,000 antique, vintage, classic, custom and exotic displays.
and antique aircraft on display. Start Time: 7:00 am End Time: 12:00
Helicopter, bi-plane and B-17 rides will be available for $50
noon Contact: Mike Weeden, Email: blueleader@wekz.net
$425. For info 650-726-2328 or www.miramarevents.com
May 23-25 - Watsonville, CA - 44th Annual Watsonville Fly-In & Airshow.
May 2-4 - Burlington, NC - Alamance County Airport (KBUY) VM
Watsonville Airport (WVI). Friday May 23 Noon to 8 PM . Saturday & Sunday
May 23 & 24 9 AM to 5 PM. Vintage and Homebuilt aircraft display &
Chapter 3 Spring Fly-In . All Classes Welcome! BBQ on field Fri
Eve. EM judging all classes Sat. Awards Dinner Sat night. Info:
judging. Aerobatic airshow. Vintage and current military warbird display and
airshow. Food and camping available on field. EM Chapter 119 Pancake
Jim Wilson , 843-753-7138 or eiwilson@homexpressway.net
May 3 - Farmville, NC - EM Chapter 960 5th Annual Spring Fly-In.
Breakfast Sat. & Sun. Start Time: 9 AM End Time: 5 PM Contact: Dave
Brockmann, Phone: 831-763-5600, Email: watsonvilleflyin@hotmail.com
Flanagan Field (N08). EM Chapter 960's 5th Annual Spring
Fly-in . Lunch is served at 11:30 noon. Come
see us! Start Time: 10:00 AM End Time:
02:00 PM Contact: Rick Jones, Phone: 252
758-4884, Em ail: rrjones@embarqmail.com
May 3 - Midland , MI - Barstow Spring Fly-In
Pancake Breakfast. Midland Barstow Airport
(3BS). Enjoy pancakes, ham , sausage,
eggs, awesome homemade donuts. 7-11AM
at the Barstow Aviation Education Center,
rain or shine. Sponsored by EM Chapter
1093. Start Time: 7:00 AM End Time:
11:00 AM Contact: Dave Schmelzer, Phone :
989-274-1683, Email: schmelzerdavid@
May 3 - Pineville , LA - EM Chapter 614
e here at Poly-fiber are mighty proud to help heroes like Captain
Pancake Breakfast. Pineville Municipal
Eddie defeat the dreaded Hun in the skies over f rance by covering
Airport (2 LO). Best breakfast around. All
his ship with the toughest. easiest-to
you can eat - pancakes , sausage , biscuits,
gravy, eggs, hash browns, coffee, milk or
repair fabric known to man. It's easy to
juice for just a $5.00 donation . Start Time :
apply, too, even Over There, and it'll see
7:30 am End Time: 10:00 am Contact: Nick
our boys through the most arduous dog
Nicewarner, Phone : 318-452-0919, Email:
fighting they'll face. Poly-fiber will never
May 4 - Lock Haven , PA - Fly-In Breakfast.
let them down, so don't you, either!
W. T. Piper Memorial Airport (LHV). Fly-In/
Help put Liberty Bond sales "over the
community breakfast 8:00- 12:30 ALL
top" for all our gallant doughboys!
YOU CAN EAT. Pancakes, Eggs, Sausage,
OJ , potato patty, coffee/tea $6.00 adults.
* Friendliest manual around
children 10 and under $3 . Hangar 1
*Toll-free technical support
Contact: Carmen, Phone: 570-893-4200,
Email: j3cub@kcnet.org
May 10 - Granbury, TX - Spring Fly-In . Pecan
Plantation Airport (OTX1). EM Chapter 983
Spring Fly-In Come join us for lunch and to
share your pride and joy. Start Time : 0900
End Time: 1500 Contact: Doug Crumrine,
Phone: 817-573-1220, Email : ftrflyboy@
info@polyfiber.com Aircraft Co. Un
charter. net

"Buds bounce righ' oft

the Po.y-'iber... see?"





Calendar contin ued

Something to buy ,
sell, or trade?
Classified Word Ads: $5.50 per 10 words,
180 words maximum, with bol dface 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 desire d issue date (i.e .,
January 10 is the closi ng date for the March
issue). VAA reserves the right to reject any
advertising in conflict with its policies. Rates
cover one insertion per issue. Classified ads
are not accepted via phone . Payment must
accompany order. Word ads may be sent via
fax (920-426-4828) or e-mail (classads@
eaa.org) using credit card payment (all cards
accepted). Include name on card, complete
address, type of card, card number, and
expiration date. Make checks payable to
EM. Address advertising correspondence to
EM Publications Classified Ad Manager, P.O.
Box 3086, Oshkosh, WI 54903-3086.

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May 24 - Newton , IA - First Annual Ray Hill Memorial Flight Breakfast. Newton Municipal
Airport (TNU). The newly created EM Chapters of Central Iowa invite you to the First
Annual Ray Hill Memorial Flight Breakfast. Ames Chapter 1452, Marshalltown Chapter
675, Des Moines Chapter 135 and Newton Chapter 456 . Breakfast - adults $6, kids
under 12 $3, PIC free . Start Time: 0700 End Time: 1100 Contact: Jim Jones, Phone:
641.792 .9764, Email: jimjones@iowatelecom.net
May 24 - St . Louis/Sauget, IL - Midwest Regional Fly-in. St. Louis Downtown Airport
(CPS). Fly-in sponsored by the Greater St . Louis Air & Space Museum and EAA
Chapter 64. Something for everyone! Start Time: 0800 End Time: 1600 Contact: Bob
McDaniel, Phone: 618-337-6060, Email : director@cps.aero
May 30-June 1 - Poplar Grove Airport, IL - (C77) - Army Wings and Wheels 2008 Vintage
Wings and Wheels Museum L-bird fly-in and living history re-enactment. Flying events,
pancake breakfast, awards . See website at www.ArmyWingsAndWheels.com or call
Museum at 815-547-3115 for further details.
June 5-7 - Bartlesville, OK - 22nd Annual Biplane Expo . (BVO). Biplanes at Their Best
-Grand Champion Biplane Exhibits-Biplane Center Museum Complex Open to Public
"Type Club Gatherings" -Forums & Seminars-Ai rcraft Judging by Vote of Attendees
Major Aviation Notables-Biplane Rides Available for the Public See website for more
info., Phone : 918-622-8400
June 7-8 - Troy, OH - WACO Field (lWF) VM Chapter 36 Wings and Wheels Strawberry
Festival Fly-In. 9am - 6pm Airplane rides, Aviation Safety Team Seminar, Military
reenactments, cash prizes.
June 6-8 - Columbia, CA - Bellanca-Champion Club West Coast Fly-In. Columbia Airport
(022). The biggest and best gathering of Bellancas - Cruisair, Cruisemaster, Viking,
Citabria, Decathlon, Scout, Champion. Technica l seminars, owner roundtables, food
service and a great time in a superb location . On-site camping w/showers, short
walk into town. Contact: Robert Szego, Phone : 518-731-6800, Email : staff@bellanca
championclub. com
June 7 - Troy, OH - VAA Chapter 36 Wings and Wheels Strawberry Festival Fly-In. (lWF).
Airplane rides, Aviation Safety Team Seminar, Military reenactments, cash prizes
Start Time: 9am End Time: 6pmSunday, June 8 - Jackson, MI. EAA Chapter 304
40th Annual Fly In Cruse In Pancake Breakfast. Jackson County/Reynolds Field
(JXN). Dash plaques to first 100 aircraft and cars. Start Time: 7 AM End Time: 12PM
Contact : John Eiler, Phone: 517-474-4878, Email: chucknlinda@sbcglobal.net
June 12-15 - Middletown, OH - Hook Municipal Airport (MWO). 14th National Aeronca
Association Convention. See more Aeroncas in one place than you'll see anywhere in
the world . Tours, forums and lots of fellowship, fun and flying will make this a weekend
event you won't want to miss. For more information: www.aeroncapilots.com, email
nationalaeroncaassociation@yahoo.com or call 216-337-5643.
June 12-15 - Stauning, Denmark - 41st International KZ-rally and fly-in. Stauning Airport
(EKVD) . 41st annual international KZ-rally. Fly-in and annual meeting of EM 655 started
41 years ago and is the oldest aviation event in Denmark, and the ONLY civilian annual
event here (others are bi-annual or air force) Contact: Erik Gj0rup Kristensen, Phone: +45
304911 72, Email: kzaero@kzclub.dk



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finding the many events hosted by
EAA chapters, and it is rapidly grow
ing to include all sorts of aviation
events nationwide. What's really nice
is the feature where you can search
this website by distance from your lo
cal ZIP code. If you want to see what
events are out there on a particular
weekend that are within 150 miles
of your local airport, you'll have the
list with just a couple of clicks of your
mouse. This feature will make it easier
than ever to plan a one-day escape
from the daily grind and also show
support to your area EAA/VAA chapters or warbird squadrons. Submit
ting your event is also now a really
easy process. You just fill out the short
form and submit it online . You can
read more about it in the "VAA News"
section of this month's magazine.
Remember, now is the time to begin
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Jeannie Hill

375 Killdeer Ct
Lincoln, CA 95648


John Berendt

P.O. Box 328

Harvard, IL 60033-0328

815 -943-7205


7645 Echo Point Rd.

Cannon Falls, MN 55009

Espie "Butch" joyce

704 N. Regional Rd.
Greensboro, NC 27409



Jerry Brown
4605 Hickory Wood Row

Greenwood, IN 46143

Dan Knutson

106 Tena Marie Circle


Lodi, WI 53555

Dave Clark

Steve Krog

635 Vestal Lane

Plainfield, IN 46168
317 -839-4500


1002 Heather Ln.

Hartford, WI 53027

john S. Copeland

Robert D. "Bob" Lumley

lA Deacon Street

1265 South 124th St.

Brookfield, WI 53005

317 -535-8882

Northborough, MA 01532
(opeland l@jllllO.com

Phil Coulson

Dean Richardson

284 15 Springbrook Dr.

Lawton, MI 49065

1429 Kings Lynn Rd

Stoughton, WI 53589
608-877 -8485

S.H. "Wes" Schmid

2359 Lefeber Avenue

Wauwatosa, W I 53213
4 14-771-1545



Robert C. Brauer

E.E. IIBuck" Hilbert

9345 S. Hoyne
Chicago, IL 60620

8102 Leech Rd.

Union, lL 60180

Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904

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

Gene Morris

5936 Steve Court

Roanoke, TX 76262


john Turgyan
PO Box 219
New Egypt, Nj 08533


EAA Aviat ion Cent er, PO Box 3086, Oshkosh WI 54903-3086

Phone (920) 426-4800

Fax (920) 426-48 73

Web Sites: www.vintageaircra ft.o rg, www.airventure_org, www_eaa.orglmemberbenefits

E-Mail: vintageaircraft@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:oo PM
Monday-Friday CST)
Medical Questions .... ... . ...... 920-426-6112
Technical Counselors .... ... .... 920-426-6864
-New/renew memberships: EAA, Divisions
You ng Eagles . .... . ... ... ...... 877-806-8902
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors

-Add ress changes

-Merchandise sales

-Gift memberships

Programs and Activities

EAA AirVenture Fax-On-Demand Directory
............. . ............... 732-885-6711

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

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

Chapters: locating/organ izing .... 920-426-48 76

Education ..................... 888-322-3229

- EAA Air Academy

- EAA Scholarshi ps
Flight Advisors information . .. . .. 920-426-6864
Flight Instructor information ... . . 920-426-6801

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

EAA Aircraft Insurance Plan ..... 866-647-4322
Term Life and Accidental ........ 800-241-6103
Death Insurance (Harvey Watt & Company)
fAA Platinum VISA Card .. 800-853-5576 ext. 8884
EAA Aircraft Financing Plan . . .. 866-808-6040
EAA Enterprise Rent-A-Car Program
............ . . . . .. .... . ... 877-GAI-ERAC

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

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

EAA Aviation Foundation

Artifact Donations ............. 920-426-4877
Financial Support ............. 800-236-1025


Membershi p in the Experim ental Aircraft
Associa tion , Inc. is $40 for one year, includ
ing 12 iss ues of SPORT AVIATION. Fa mil y
members hip is an addition al $10 an nu ally.
Junio r Membersh ip (und er 19 yea rs of age)
is available at $23 annually. All ma jor credit
cards accepted for membership. (Add $16 for
Foreign Postage.)


C urre nt EAA m e mb e rs m ay add EAA
SPORT PILOT magaZin e fo r an additi on al
$20 per year.
EAA M e mb e rs hip and EAA SPORT
PILOT m agazin e is avail abl e fo r $ 40 per
year (SPORT AVIATION magazine n ot in
cluded). (Add $16 for Foreign Postage.)


C urre nt EAA m e mb e rs m ay jo in th e
Vinta ge Aircraft Assoc iati o n and receive
VINTAGE AIRPLANE m agaZine fo r an ad
ditional $36 per year.
magazi ne 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 u rre nt EAA m e mb ers may jo in the

Inte rna t io n a l Aerob a ti c C lub, In c. Divi
sio n and receive SPORT AEROBATICS
m agazine fo r a n add itio n a l $45 per year.
ICS ma gazine a nd o n e year mem bersh ip
in th e l AC Divisio n is ava il ab le for $55
p e r ye a r (SPORT AVIATION m agaz in e
n o t includ e d ). (Add $18 for Foreig n
Pos tage.)

Current EAA m em bers may join the EAA
Warbirds of Am erica Divisio n and receive
WARBIRDS m agaZine for an add itional $45
per year.
EAA Me m bers h ip, WARBIRDS maga
z in e a nd o n e yea r m embers h ip in the
Wa rbirds Div isio n is ava il able fo r $55 per
year (SPORT AVIATION m agazine not in
cluded). (Add $7 for Foreign Postage.)

Please subm it yo u r rem itta n ce w ith a
ch ec k or draft d rawn o n a United Sta tes
ba nk payable in United States do lla rs. Add
requi red Foreign Postage amou nt for each
m embersh ip.

Membership dues to EM and its divisions are not tax deductible as charitable contri butions

Gopyright 2008 by the EAA Vintage Aircraft Association. All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Associalion and is published monthly at EAA Avia

tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintagealrcraft@eaa.org. Membership to Vintage 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 additional mailing offices. POSTMASTER: Send address changes 10 Vintage Airplane,
PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Iieturn 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 10 foreign and APO addresses via surface 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 POUCY: 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 with
the contributor. No remuneration is made. Malerial should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EM and EM SPORT AVIATlON, the EM Logo and Aeronautica lM are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.


MARCH 2008


I found the EAA &Ford Partner Recognition
Program to be not only easy to use but well
received byour local dealership when
purchasing a new 2007 Lincoln MKl. I am
secretary of our local fAA Chapter, and the
Zen ith Zod iac 601 XL pictured wa sa
two-year Chapter project, completed this
April. The resulting savings from the
program will help pay for a return trip to

Williamsburg, VA



Best Interior - Ward's

Best Engine - Ward's
Top Quality - J.~. Power and Associates
3.5l24V DOHC V6 engine
263-hp at 6250 RPM
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Available THX II Certified Audio System