GEOFF ROBISON

PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

Thoughts to start the VAA in 2007

If your holidays were half as wonder

ful as mine were, you had a great hol
iday season. My family has, for what
seems like forever, always been a mil
itary family. This past holiday season
was the first I can remember in quite
some time when everyone was actually
home for Christmas.
As thankful as I am for that, I cannot
help but think of all the skirmishes go
ing on around this world, and I'm cer
tain a lot of you have family members
out there on the line. It is important
that we always remember they are per
forming important responsibilities that
are absolutely critical to those of us who
remain on the home front, enjoying all
of our freedoms on a daily basis. Many
thanks to all of you who have served,
as well as those who are out there serv
ing your country now. We wish you all
the very best, and we are hopeful your
loved ones are safe and they make it
home soon.
Speaking of freedoms, even though
this country is one of, if not the most
fortunate when it comes to personal
freedoms, none of us are in the mood
these days to give any of them up. You
have heard me state many times before
that we need to always be on our best
game when we operate our flying ma
chines in today's world of challenging
airspace all over this country. Most re
cently, I have heard from many of my
aviation friends as well as a number of
VAA members who are seriously con
cerned about the future of recreational
aviation in this country.
My consistent response has always
been to remind everyone of them that
this is one of our dearest freedoms we
possess today, and it is clearly our re
sponsibility to stand firm and do our

very best out there every day we fly.

This freedom is ours to lose. If we take
it for granted, sooner or later it can be
severely modified, and even possibly
eliminated. Personally, for me I will
never forget the feelings and emotion
I experienced on September 12, 200l.
When I went out to the hangar that af
ternoon I knew full well I was going no
where that day in my personal flying
machine. It is my sincere hope that we
never have to experience similar emo
tions ever again.
On a lighter note, it was one year
ago this month that we launched an ex
panded Vintage Airplane magaZine. You
may recall we added 12 pages of con
tent to the magazine. Well, now we are
happy to announce yet another positive
enhancement, starting this month you
will begin to enjoy full color through
out the 44 pages of Vintage Airplane for
the first time in its history. We fully rec
ognize the fact that our magazine rep
resents and reveals the true identity of
our association and its membership,
so we pledge to continue in our ef
forts to see this publication grow along
with the membership's expectations. It
is important here that I recognize the
exceptional efforts of the VAA board's
magazine committee. Special thanks to
Wes Schmid, Gene Chase, Steve Krog,
Dean Richardson, and its newest mem
ber, Susan Dusenbury, for their valued
assistance and guidance to the VAA ex
ecutive board and to our editor, H.G.
Frautschy. I'm sure he joins me in ex
pressing our appreciation of your efforts.
{You bet!-H.C.F.1 Don't forget, if you
have a suggestion or a comment regard
ing this most visible of VAA member
benefits, we're always ready to listen.
Are you active in an EAA or VAA chap

ter in your area? If you haven 't taken

the time to engage yourself in chapter
activities, you really should make the ef
fort to be a part of something that is of
tentimes quite rewarding. We know for
certain that a good number of our VAA
members are people who we refer to as
"enthUSiasts," or non-aircraft owners.
Start your new year out right, and look
up the contact information for a chap
ter near you: www.EAA.org/chapter/chap

ter_locator.html.
Vintage Chapter 37 has now moved
into its new hangar at the De Kalb
County Airport (GWB) in Auburn, Indi
ana. The building committee has been
busy designing and procuring materials
for the construction of our new chapter
house within the hangar facility. Hope
fully, by the time you read this, con
struction will be well underway.
The cold weather in these parts has us
currently focusing on getting the hangar
heated . The good news is that we have
procured the appropriate heating de
vices so we can begin planning some
winter activities inside a heated hangar.
No reason to wait for the last minute,
right? Oh well, sometimes progress is
painful. Look us up if you're in the area.
Remember, now is the time to begin
planning your journey to EAA AirVen
ture. We promise you an experience un
matched anywhere else in aviation.
EAA AirVenture Oshkosh 2007-The
World's Greatest Aviation Celebration
Coming July 23-29,2007.
VAA is about participation: Be a
member! Be a volunteer! Be there!
Let's all pull in the same direction for
the good of aviation. Remember, we are
better together. Join us and have it all.

A~

N E
VOL. 35, No. 1

JANUARY

2007

CONTENTS

IFC

Straight & Level

Thoughts to start the VAA in 2007
by Geoff Robison

VAA News

2006 VAA Hall of Fame

Charlie Harris

Restoration Corner
Fabrics and finishes and the installation thereof
by Dip Davis

13

Lineboy
An airmail beacon lights the way to an aviation career
by Ev Cassagneres

16

A Stalwart Survivor From the Golden Age

The Kinner Sportster Model B
by Sparky Barnes Sargent

22

The First Clipwing Taylorcraft

Little Poopdeck
by Paul Poberezny with H.G. Frautschy

26

Type Club List

31

Books of Vintage Interest

by Sparky Barnes Sargent

34

The Vintage Instructor

The New York VFR corridor accident
by Doug Stewart

36

Mystery Plane
by H.G. Frautschy

38

Calendar

39

Classified Ads

COVERS

FRONT COVER: The 1925 Kinner Sportster B is one of the rarest of antique airplanes. This fine
example was restored ovef a 22year period by Bob McCorkle of Danbury, Connecticut. Bob says
only one other Sportster B is flying. in Oklahoma. Gilles Auliard of Newington, Connecticut cap
tured this shot during the annual AAA Flyln in Blakesburg, Iowa.

BACK COVER: The first clip-wing homebuilt based on the Taylorcraft was Paul Poberezny's " Little
Poopdeck ", seen here in the later winter before Paul was sent to Korea. The shortened wings
featured rib spacing that was double that of a stock Taylorcraft wing, along with an inverted fuel
system. See our story on "Little Poopdeck " starting on page 22.

STAFF

EAA Publisher
Executive Director/Editor
Adm inistrat ive Assistant
Managing Editor
News Editor
Photography

Tom Poberezny
H.G. Frautschy
Jennifer Lehl
Kath leen Witman
Ric Reynolds
Jim Koepnick
Bonnie Kratz
Advertising Coordinator
Sue Anderson
Classified Ad Coordinator
Louise Schoenike
Copy Editor
Colleen Walsh
Director of Advertising
Katrina Bradshaw
Display Advertising Representatives:
ortheast: Allen Murray
Phone 856220 7180, FA X 8562297258, ema il: alll'lllllllrraYlIillcilprillg.colII
Southeast: Chester Baumgartner
Phone 7275324640, fA X 7275324630, .mail: rballmllllIilldlprillg.COIII
Central: Todd Reele
Phone 800-4449932, FAX 81674 16458, e mail: todci@SpclIIag.com
Mountain &: Pacific: John Gibson
Phone 9167849593, email: jollllgiblOllw.lsPClIIl1g.com
Europe: Willi Tacke
Phone +498969340213, FAX +498969340214, . mail: willi@(lyillgpages.colII

VINTAGE AIRPLANE

EAA Adds Podcasts to AirVenture Website

"""'"""

AirVentu re.org is the

most popular source of
I/IRVENTURE
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information for those
EAA
JULY 23 - 29 2007
who flock to Oshkosh
each summer, as well as
Alrtt<ty Almlngfor Othko.h
thousands who follow
the event online. Now,
visitors to www.AirVen
ture.org can hear all about
........

the approaching World's

.A!minqfor0!/+;9"' ...
Greatest Aviation Cele
bration in regular Aim
ing for Oshkosh audio
pod casts.
"As many people can't wait to get to EAA AirVenture each summer, the
website has become a year-round destination to discover the latest news
and updates for this great event, as well as interviews with the people who
make it so special each year," said EAA President Tom Poberezny.
Along with the audio updates, web visitors will discover many new in
novations in the months leading to AirVenture 2007.
The first installment of Aiming for Oshkosh features Poberezny discuss
ing those people already planning their EAA AirVenture 2007 trips. He also
hints about attractions that will be part of the 55th annual event, which
will be held July 23-29 at Wittman Regional Airport. Last year's AirVen
ture drew more than 10,000 airplanes and total attendance in excess of
625,000.
Future audio segments will include comments from EAA staff members
and volunteers, as well as personalities and newsmakers. Lock in www.Air
Venture.org for continuous updates.
I

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EAA SportAir, Lincoln Electric

Offer 2007 TIG Welding
Workshops
EAA SportAir Workshops and Lin
coln Electric have teamed up again
to offer seven TIG welding work
shops this year at the Alexander
Technical Center, Griffin, Georgia.
The courses cover the fundamentals
of TIG welding 4130 chromoly tub
ing, stainless steel, and aluminum
and are taught by Lincoln's expert
instructors using Lincoln Precision
TIG 185 welding units.
"More and more EAAers are using
TIG welding to build their aircraft,"
said Charlie Becker, director of EAA
SportAir Workshops. "These hands
on workshops are the best way to
learn the welding process and get the
2

JANUARY 2007

most out of your investment in a TIG

welder."
Tuition for the two-and-a-half-day
workshops is $359 for EAA members
and $399 for nonmembers. For more
information or to sign up for a work
shop, visit www.SportAir.com or call
800-967-5746.
2007 Worksh op Dates:
January 26-28
March 9-11
April 13-15
May 18-20
September 7-9
October 19-21
November 16-18

FAA Air Tour Final Rule Expected

With the Office of Management
and Budget's (OMB) long-awaited

review of the new FAA Air Tour

Safety final rule completed just be
fore Thanksgiving 2006, EAA anx
iously awaited its publication in the
Federal Register as this issue went
to press. FAA took in thousands of
overwhelmingly negative comments
from the community during a series
of public hearings in early 2004 and
rewrote the rule .
"We usually get some sort of an
indication as to what a final rule will
look like, bu t not this time," said
Earl Lawrence, EAA vice president
for industry and regulatory affairs.
"We will let EAA members know the
content and implications of the new
rule when it's published in the Fed
eral Register."
EAA contended in its official com
ments, su bmitted on March 11,
2004, that FAA's proposed regula
tions were "a blanket measure that
did not distinguish between various
operations or aircraft." For exam
ple, the proposal treated large com
mercial air tour operators the same
as private, one-aircraft operations,
such as a person who operates a two
place, open-cockpit aircraft for local
sightseeing flig hts .
"As written, FAA went much fur
ther than the original congressio
nal mandate requested," Lawrence
said. "It would destroy many areas
of general aviation that have been
created strictly for historic or dem
onstration purposes."
EAA and other aviation organiza
tions offered many simple, common
sense recommendations that would
meet the congressional mandate, en
hance safety, and preserve the ability
for many small businesses to con
tinue to operate.
For the latest on the new Air Tour
final rule, visit www.EAA.org.

Aircraft Spruce an
EAA Preferred Partner
Arrangements to make Aircraft

Spruce & Specialty an official EAA

Preferred Partner were completed in
November at Aircraft Spruce global
headquarters in Corona, California.
Orders placed by EAA members us
ing the new EAA Visa credit card will
receive a discount of up to 10 per
cent from Aircraft Spruce.
"Our company has partnered with
EAA on many programs over the
years, including Young Eagles and
the EAA SportAir Workshops," said
Jim Irwin, Aircraft Spruce president.
"We are pleased now to have the op
portunity to extend discounts on
product purchases to EAA members
through the preferred partner pro
gram. We look forward to continu
ing to work with EAA to help sport
aviation grow through these excel
lent programs."
EAA President Tom Poberezny
added, "We value our longstanding
relationship with Aircraft Spruce &
Specialty and are pleased to welcome
them as our first preferred partner
in this credit card program. The dis
count is another way EAA makes
members' participation in aviation
easier and more affordable."
For more information on the pro
gram, contact Aircraft Spruce at 951
372-9555, e-mail info@aircraftspruce.
com, or on the web at www.Aircraft
Spruce.com. To learn more about the
EAA Visa card, visit www.EAA.org.

Hall of Fame
EAA's Halls of Fame inducted 10
contributors to the world of flight
at the annual presentation ceremo
nies October 27 in Oshkosh. Induct
ees for 2007 are Edgar Lesher and
B.J. Schramm, EAA Homebuilders
Hall of Fame; Gene Soucy, Interna
tional Aerobatic Club (lAC) Hall of
Fame; AI Passel! and Ralph Nelson,
National Association of Flight In
structors (NAFI) Hall of Fame; Jack
Harrington and Daryl Lenz, EAA
Warbirds of America Hall of Fame;
Bob Lovejoy and Volmer Jensen,
EAA Ultralight Hall of Fame, and
Charles W. Harris, Vintage Aircraft
Association Hall of Fame. For more
on Charlie HarriS, please see the ar
ticle starting on page 4.

"Each inductee has made a unique

contribution to the world of flight,"
EAA President Tom Poberezny said
at the ceremonies. "Those of us ac
tive in aviation today recognize their
commitment and passion for flying.
These inductees represent the best
that recreational aviation has to of
fer and serve as an example for ev
eryone involved in flying."
Keynote speaker Vern Raburn,
president and CEO of Eclipse Avia
tion, told of the night he accepted
the National Aeronautic Associa
tion's Collier Trophy on behalf of ev
ery Eclipse employee.
"No one sets out to make history;
you set out to do what you wanted

to do, and you achieved it by getting

up every morning and putting one
foot in front of the other. So enjoy
the night. Revel in it. And let us all
recognize those people who got up
every morning and did something."
Also honored at the dinner cer
emony in the EAA AirVenture Mu
seum's Eagle Hangar were Fred and
Carol Stadler, this year's reCipients of
the Henry H. Kimberly Spirit of Lead
ership Award. The award recognizes
exceptional volunteer commitment
and leadership in the Oshkosh area.
Video vignettes of the newest hall
of famers can be viewed at www.EAA.
org/communications/eaanews/061102_
hofhtml.
......

Skiplane Fly-In Is On, Snow or no Snow

Although we 've had a difficult time coaxing enough of the white stuff
out of Mother Nature the past couple of years, EAA' s annual Skiplane
Fly-In is always a festive mid-winter gathering at Pioneer Airport.
On Saturday, January 27-snow or no snow-aviation enthusiasts
are welcome to share complimentary chili and birthday cake for EAA
matriarch Audrey Poberezny. If there is enough snow on the ground,
skiplanes are welcome to attend. If the ground remains bare but
firm, wheeled airplanes may be allowed to land at Pioneer beginning
at 10:30 a.m. (Pilots intending to fly in to Pioneer must contact Sean
Elliott at 920-426-4886 to register and receive an arrival briefing. )
Or you can land at Wittman Regional Airport and use a shuttle ser
vice that runs all day to and from Orion and Basler FBOs . Those driving
to the event can simply follow the signs to Pioneer Airport. The event
is free and open to the public.
A special appearance is expected by the 2007 EAA Aircraft Sweep
stakes airplane, the Win Me Aviat Husky. If there is ample snow, it will
be equipped with the Wipaire skis .
VINTAGE AIRPLANE

Charles W. Harris

harlie Harris was born

September 30, 1927, in
Pawhuska, Oklahoma,
the day Charles Lind
bergh flew the Spirit of
St. Louis over Pawhuska on his 150
city tour following his New York
to Paris flight in May 1927. Char
lie received his public school edu
cation in Pawhuska, graduating in
May 1945. He graduated from the
University of Tulsa in January 1950
with a bachelor of science degree in
business administration.
At the age of 3, Charlie received his
first airplane ride standing up in the
front seat of his father's 1928 OX-5
Travel Air open-cockpit biplane. A life
long aviation fan, he soloed a J-3F-60

JANUARY 2007

Cub at 16 while in high school and

has been flying ever since. After ser
vice in the U.S. Navy in 1945 and
1946 aboard cruisers, he was fortu
nate enough to continue to fly and
operate an Aeronca Chief, a DCO
65 Taylorcraft, and a World War II
surplus BT-13A during college days.
He currently owns and flies a collec
tion of pristine vintage aircraft, in
cluding a 1942 Culver LFA Cadet;
two 1948 polished Temco Swifts; a
1945 J-3C-65 Cub; two factory Pitts;
five Luscombes; a 1949 Monocoupe
90AL-115/0320, the last stick Mono
coupe ever built; and others of the
era. His aircraft have won numerous
fly-in awards for quality, appearance,
best in class, etc.

Charlie has served as senior co

chairman of the Tulsa Regional Fly
In since 1982. He co-founded the
National Biplane Association in
1987 and has served as chairman
of the association and the Biplane
Expo in Bartlesville, Oklahoma ,
since its origin. In June 1998 he
was presented the city of Bartles
ville Medallion (its key to the city)
in recognition of his service to the
city. He has chaired five EAA B-17
Tour stops in Tulsa and Bartlesville
since 1994. He co-chaired the 50th
Anniversary Lindbergh EAA Spirit of
St. Louis Tour stop in Tulsa in 1977.
He chaired the 2005 EAA Ford Tri
Motor six-day stay in Tulsa during
which the Tri-Motor flew 743 pas

(he tells us all young men

"dressed" back then), a 13-year-old Charlie Harris poses with one of his
lifelong favorites, the Piper Cub, at the Tulsa airport in 1940.

sengers . He was named Oklahoma

Aviator of the Year in 1984 by the
Ok lahoma Aviator p ublication, the
first year it selected anyone for that
honor. In 2001 he was selected for
and ind u cted into the Oklahoma
Air & Space Ha ll of Fame and re
ceived the Clarence E. Page Award
for Contributions to Oklahoma Avi
ation in 2001.
He conceived and arranged the
1993 66th reunion of the original
Travel Air 5000 Woolaroc (winner of
the 1927 Dole race) and the EAA rep
lica SpiritofSt. Louis. The two original
airplanes were first together in Tulsa
on September 30, 1927, the day of
his birth.

Jim Younkin (left) and Charlie with Jim's heart-thumping replica of Benny How
ard's Mr. Mulligan.
VINTAGE AIRPLANE

In 2001 Charlie originated the

Vintage division's Friends of the Red
Barn member contribution fund to
underwrite convention activities
during EAA AirVenture Oshkosh.
The contributions to this fund have

exceeded $125,000 during the past

five years.
Charlie is a lifetime EAA member,
a member of all EAA divisions, and a
30-year member of EAA Chapter 10
Tulsa; he is a charter member of EAA

A few of the pristine vintage airplanes collected and flown by Charlie over a life
time of aviation enthusiasm. His Luscombe 8F, Culver LFA (one of about 20 left
out of 359 buiH before World War 11), and Monocoupe 90AL are all maintained
in museum condition and kept at Tulsa's Richard L. Jones JrJRiverside Airport.
Check out that floor covering!
6

JANUARY 2007

Vintage Aircraft Association Chapter

10 Tulsa and charter member of EAA
Warbird Squadron 10 in Tulsa. He has
served as president of EAA Vintage
Aircraft Association Chapter 10 Tulsa
for three terms and has served as pres
ident of EAA lAC Chapter 10 Tulsa.
Charlie wrote the monthly newslet
ter of EAA lAC Chapter 10 from 1980
through 1985. He has written the EAA
Vintage Aircraft Association Chapter
10 newsletter since 1985 and contin
ues to write on a variety of aviation
subjects. In 1998 he was selected by
EAA to receive the first ever Bax Seat
Award, named for Flying magazine
writer Gordon Baxter, for communi
cating the passion and excitement
of aviation. Charlie is the principal
writer of the National Biplane Associ
ation's Biplane News publication.
He was elected a director of the
EAA Vintage Aircraft Association
in 1988 and has served as treasurer
since 1996. Charlie has chaired the
VAA Red Barn Interview Circle at Air
Venture since 1988 and has served as
chairman of the association's execu
tive committee since its formation
in 2002.
In 1993 Charlie initiated the con
tacts and furthered the early discus
sions that resulted in the Phillips
Petroleum Company discounted fuel
program for EAA Young Eagles flights.
Charlie has been elected to and cur
rently serves on the board of directors
of Tulsa's Jones-Riverside Airport As
sociation. He has served on the Spar
tan School of Aeronautics graduation
speaker's bureau since the mid-1980s.
In 2005 Charlie was honored dur
ing the Biplane Expo Awards Dinner
in Bartlesville, Oklahoma, by a sur
prise tribute from the National Bi
plane Association (NBA) membership,
the city of Bartlesville, the Oklahoma
State Legislature, and ConocoPhillips
for the 20 years of service to the NBA
and the Biplane Expo.
Charlie is self-employed, having
been in the vehicle rental, leasing,
custom handicapped van conversion,
and finance business in Tulsa, Okla
homa, since 1950. He also serves as
co-trustee of the Sisk Charitable Trust
based in Tulsa, Oklahoma.
....

Fabrics and finishes and the installation thereof

BY DIP DAVIS

Editor's Note: This seventh installment of the "Restoration Comer" covers the selection and installation of fabrics and
finishes. It will be presented in two parts. The author, Dip Davis, needs no introduction to many restorers of vintage air
craft, having been associated with fabric covering for many years.--G.R.C. and H.G.F.
1428. and e-mail at ross@Vintageaerofab since come up with magic potions as
prime coats which will provide excel
rics.com.-HGFJ
Fortunately, 30 years of field expe lent adhesion to polyester fabric with
rience with Dacron fabrics has pretty out making the surface brittle.
Assuming you have now been con
well overcome all of the early problems
with its use.
vinced to choose a synthetic fabric
Early Ceconite and Eonex had a for your cover job, we'll proceed with
texture approaching that of cordu the operation:
Hopefully the airplane you are restor
roy and was so stiff that at least three
hands were reqUired to glue it around ing had the original (or previous replace
a corner. In its favor was the fact that ment) fabric still attached. Never mind
it proved to be almost indestructible, how tattered or bedraggled it has be
and most of the airplanes which were come-remove it in as nearly intact con
covered with this material and are sub dition as possible. Wings are best stripped
sequently having the fabric replaced by slitting the trailing edge fabric with a
again are doing so not because the fab razor blade and rolling the cover forward,
ric is bad, but because the structure un cutting the rib stitch cord as you go. This
derneath requires attention.
should get it off in one piece which can
Since the heavy (3.8 ounces per then be folded in a reasonably small bun
square yard) material proved to be dle and stored someplace for future ref
virtually a lifetime cover, the next erence. If the manufacturer used sheet
evolutionary step was to produce a metal screws or metal clips to secure the
lighter-weight, more flexible synthetic fabric to the ribs rather than rib stitching,
cloth. Dacron weighing 2.7 ounces is it will be necessary to peel the surface
actually slightly less in weight than tapes from each rib so that the fasteners
Grade A cotton but provides a tensile may be removed before peeling the main
strength approximately 25% greater as skin. The object is to not destroy the old
well as being far superior in resistance rag until you are through with the entire
to deterioration from industrial pol job. You will puzzle over the location of
lution and acid rain . This has become reinforcement cutouts, cable exits, and
the material of choice for the majority the like for hours if you don't have the
of re-coverers.
pattern to refer to.
Dope finishes which were developed
Inspection, repair, and protection of
for use on cotton and linen proved to be the structure from corrosion are impor
unsatisfactory on synthetic fabrics due tant enough to be the subject of a sepa
to the hard, slick texture of the threads rate treatise, so we'll skip to the next
with no nap or "fuzz" to grip the initial chapter, assuming that everything has
coats. Even the airframe manufacturers been properly prepared and signed off
who were pioneered in the use of the as "okay for cover" by a duly autho
new materials were embarrassed to find rized inspector-type person.
the finish peeling off in sheets, clear
The FAA's Advisory Circular 43.13
down to the bare fabric. All of the ma 1B, chapter 3, has excellent guideline
jor aircraft finish suppliers have long material on covering and finishing but
R EPRINTED FROM Vintage Airplane SEPTEMBER 198 6

There are almost as many opinions

regarding the proper fabric and fin
ish for antique and classic airplanes as
there are people performing the task. If
you have a genuine showpiece which
will be pampered and polished and
flown only to air shows for champion
ship judging, then Grade A cotton fab
ric with innumerable coats of dope and
uncountable hours of sanding and pol
ishing is probably the route to take. If,
however, you plan to use the airplane
for more mundane purposes, such as
occasional transportation, and perhaps
have less than ideal storage conditions
between flights, a synthetic fabric will
be much more practical.
Grade Ahas not only become more ex
pensive than the alternatives, it has also
suffered in longevity. Eighty pounds has
always been the minimum allowable ten
sile strength for new fabric, but several
years ago when the demand was brisk and
sales competition a factor, cotton mills
produced a "long staple" fabric which
could test 90 lbs or better when fresh.
Current production of Grade A, of
course, meets the minimum standard
but has far less margin for deterioration
down to the 56-pound tensile strength
that is the lowest allowable reading for
an airplane with a wing loading of more
than 9 pounds per square foot or a never
exceed speed of 160 mph or faster.
Irish Aero Linen was an excellent
alternative for years but is no longer
available in this country at any price.
[That was true when this article was writ
ten, but Irish Linen, Mil-Spec Grade A Cot
ton, and other specialty fabrics and tapes
are available from Vintage Aero Fabrics,
Ltd., 316 Creekwood Drive, Bardstown,
KY 40004,502-349-1429, fax: 502-349

VINTAGE AIRPLANE

addresses only cotton and linen; there

fore, much of the information is not
applicable to synthetic fabrics. The pur
veyors of your specific grade of polyes
ter material will furnish FAA-approved
application and data which, if followed
carefully, should produce good results.
If the instructions included with the
products you intend to use conflict
with what you read here, ignore that
portion of this article and follow the
procedures given in the manual.
Pre-sewn envelopes can save a little
time and material and are available for
more standard-production airplanes
even though that production may have
ceased many years ago. These envelopes
are merely slipped on like a sock and
the open ends glued to the structure.
The only objection we ever hear raised
to the use of pre-sewn covers is the sewn
seam line, particularly on a fuselage
where it may leave an obvious ridge.
Careful installation and a watchful eye
as the fabric is tautened can usually
keep this line parallel to the longerons
or stringers and close enough to them
to be covered by a surface tape common
to both. The alternative method (we'll
dismiss hand sewing the cover in place
as totally out of the question) is to ce
ment yard goods directly to the struc
ture. Most brands of finishing systems
employ a cellulose cement for this pur
pose. Former model airplane builders
will recognize the smell immediately
upon opening the can. Peeling this stuff
off your fingers at the end of a session
will also provide a nostalgia trip.
We'll hope the primer you used on the
structure is not soluble in the cement, a
situation that results in a discolored mess
at the attach points and may leave some
bare tubing exposed to the elements. If
you have doubts about your primer, test
it by wiping it lightly with a rag which
has been dipped in dope thinner. If the
thinner removes any material, apply a
coat of dope-proof finish, such as an ep
oxy primer, over the existing paint.
It's not possible to compile one set
of instructions which will apply to all
shapes of airframes, but, in general, ce
menting the fabric first to the bottom
longeron and pulling it up to cover
each side individually works best. The
vertical fin on most airplanes can be
8

JANUARY 2007

covered with the same unbroken ex

panse of cloth as the fuselage side if the
wider (64 to 66 inches) widths are used.
This technique will leave a vee-shaped
opening forward of the fin's leading
edge, and there must be a solid struc
tural member someplace within reach
of the fabric edge to which the fabric
can be cemented, or it will be necessary
to hand sew the two sides together at
this highly visible pOint, generally an
unacceptable solution, as it is nearly
impossible to hide the stitches.
Positioning the fabric is made easy by
the use of spring clothespins which are
still available at most hardware stores,
even though most people have forgot
ten their original purpose. It is neither
necessary nor desirable to stretch the
fabric tightly when installing, as is the
case with cotton. Just eliminate the
puckers or "gathers." Fabric cement
dries rapidly, and it isn't possible to
work a very long seam when cementing
directly. Remove one or two clothespins
at a time, brush a swath of cement to
the structure or, even better, to the edge
of the fabric itself; press the fabric firmly
onto the frame and rub enough to en
sure penetration; reinstall the clothes
pin; and move on to the adjacent area.
A neat alternative to this method in
volves brushing a liberal coat of cement
onto the entire structure when the fab
ric is attached, and allowing it to dry
completely before cutting the fabric to
shape and clamping it in place with the
same exotic tooling mentioned above.
The wrinkles may then be worked out
and the fabric carefully positioned be
fore brushing straight MEK or dope
thinner onto the edges of the fabric
where it contacts the structure. This
will soften the cement and allow it to
be worked into the weave of the fab
ric by rubbing. After the clothespins
have been removed, another coat of
cement may be applied to the surface if
it appears the weave has not been filled
adequately. Do not cement the fabric
to stringers or intermediate structure,
only to the outer perimeter of the ex
panse of the fabric being installed so
that the shrinkage can be evenly dis
tributed when heat is applied. Pene
tration of the sealer coats will provide
adhesion every place the fabric con

tacts the substructure.

Top and bottom fabric panels are cut
to overlap the sides by approximately
an inch and simply cemented in place.
This seam will later be covered by a sur
face tape.
If your airplane employs a doped fab
ric interior in lieu of upholstery panels,
as does the J-3 Cub, the interior must
be done before the outside fabric is in
stalled. You'll find that, even though
small areas of fabric are involved and
most of it can be done with leftover
scraps, the man-hours expended will
exceed the time required to cover the
outside of the fuselage. An interior fab
ric kit is available for the J-3 for just a
few bucks. This provides sewn tabs for
attachment to the tubing in the rear
seat as required to give the authentic
look. Most other airplanes' interiors are
simply cut from yard goods.
If this airplane is your initiation into
the aromatic world of fabric covering,
you may wish to begin with a con
trol surface or two before tackling the
aforementioned fuselage. Pre-sewn en
velopes make this task almost too easy,
and the all-cemented blanket method
doesn't take a whole lot longer. One
piece of fabric will generally be wide
enough to cover both sides of a surface.
Orientation of the weave of the fabric
may be parallel in either direction. One
edge, of the surface, leading or trail
ing edge will usually be a straight line
or nearly so. Fabric is wrapped around
this edge and cemented to the oppo
site, curved edge, with a I-inch over
lap cemented onto the first side. Hinge
brackets may be covered, with no cut
outs made until the shrinking process
has begun. This will avoid excessively
large slots being cut as the fabric moves
around during tautening.
Structural members, such as the di
agonal braces used on Aeronca hori
zontal stabilizers, are below the surface
of the ribs but only a fraction of an inch
beneath skin level, and if no protec
tive covering is applied to these tubes
the fabric will have a tendency to glue
itself down at unwanted spots when
the primer coat is applied. Chafe point
tape, or even cellophane tape, applied
to this structure before the cover is in
stalled will preclude the problem.

Since we've progressed this far with

the installation of the fabric, we may
as well wrap up the wings before we
discuss techniques of tautening and
doping, even though you'll almost cer
tainly proceed past this point with each
component before moving to the next.
Wings with a chord greater than
S8 inches will require sewing in some
fashion . If someone in the family is an
expert on the old Singer, sewing three
panels together with a double seam is
no big deal. A person who isn't cur
rent on such a machine and perhaps
doesn't even have a multi-needle rating
will want to exercise another option.
An envelope cover with a pre-sewn tip
shape involves only cementing the root
rib and aileron bay. Chordwise sewn
seams do not want to be positioned di
rectly over a rib but should be carefully
aligned parallel to the ribs.
Aileron cutouts can often present a
problem. Due to the concave structure
in this bay the fabric will have a ten
dency to pull loose from the contour and
"bridge" in a straight line between the
upper and lower surface as the shrinking
occurs. This, of course, results in a bind
ing aileron and can't be tolerated. Vari
ous airframe manufacturers have tackled
this problem in various ways. Cessna cut
"teeth" in the aluminum on which the
fabric is hooked. Stinson attached metal
strips with P.K. screws over the fabric, and
Ercoupe drilled a row of holes through
which the fabric was stitched in place. If
your airplane has a cambered bay, be sure
you retain the contour in some way.

[Editor's Note, 2006: Over the years,

more information has come to light regard
ing the chemicals and other solvents used
in both modem finishes and the older cel
lulose-based finishes. MEK and acetone, in
particular, can be traced to chronic heath
problems for people exposed to them for
extended periods. This isn't just added be
cause the legal staffsays to do so; I've added
it because you and I all know offriends or
family members who have been made ill
using these materials, and we should all be
more cautious of them. Please do read the
cautions and instructions for the covering
system you choose, and use proper breath
ing and skin protection.-HGFJ
.....
(To be continued next month)

GET THE SKILLS

TO GET IT BUilT

AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND

BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS

JAN 19-21

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Fabric Covering 60s Welding Introduction 10 Aircraft Building
Sheel Metal Construdion

FEB 17-18

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Composite Construdion Electrical Systems &Avionks

Fabric Covering Sheel Metal Construction

MAR 3-4

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MAR 3-4

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Composne Construction Eledrical Systems &Avionics

Fabric Covering Sheel Metal Construction

VISIT WWW.SPORTAIR.(OM OR CALL 1-800-967-5746 FOR DETAILS

EAA

WORKSHOPS

---iro--

EAA SportAir Sponsors:

.~.
www.polyflber.com

www.alrcraftspruce.com

VINTAGE AIRPLANE

The VAA annual fundraising campaign

fuels VAA activities at AirVenture Oshkosh
H .G.

FRAUTSCHY

For more than three decades, the vintage

structures. But how does all of this work get

airplanes and their enthusiasts have had their

funded . To be certain, almost all of the labor

own special area during the annual EAA con

involved is performed by our dedicated and

vention . Over the years it's been a picturesque

talented volunteers, but what about the cost of

scene of the finest restored airplanes seen in

supplies and hardware?

this country, a gathering place for aviation peo

That's where our Friends of the Red Barn

ple and their magnificent machines to share

come in - it provides all of us, who wish , the

knowledge and friendships . We 've been privi

opportunity to assist in the vital financial sup

leged to see many one-of-a-kind airplanes in

port of the Red Barn area of EM AirVenture. It

our area . Remember the Gee Bee R-1 replica

gives us the unique opportunity to be an es

built by Steve Wolf and Delmar Benjamin?

sential element of an event that has no peer in

How about the lineup of Howards and Cessna

the entire world, that being the world renowned

195s? We can 't forget the special Type Club

annual EM AirVenture Oshkosh gathering.

parking area, where we host many examples

We're most appreciative of the contribu

of a particular manufacturer's airplane. More

tions made by hundreds of VAAers who see

recently we 've been the Oshkosh home for the

the tangible benefits of supporting their fellow

inspiring National Air Tour, the thunderous Tri

VAA members in this manner. As a critical part

Motor reunion, and the American Barnstormers

of the VAA budget, the fund pays for such di

Tour. All of this is possible through the efforts

verse items as VAA awards presented during

of the nearly 500 VAA volunteers, the volunteer

the annual EAA aircraft awards program, spe

VAA board of directors, and the VAA staff.

cial recognition for our many volunteers, and

Their passion is what makes it a great place

expenses associated with our special displays,

to be throughout the week of AirVenture, and

forums, and educational areas such as the

why so many visitors and aviation enthusiasts

VAA Workshop tent and the Type Club tent.

come back year after year to work , relax, and en

Your annual contribution made in the first

joy aviation's premier event, EM AirVenture Osh

half of 2007 will directly benefit this year's con

kosh. It's a place to rekindle old friendships and

vention activities and programs. There are now

make new ones. A time to relax and enjoy avia

seven levels of gifts and recognition, including

tion , learn something new, and rub elbows with

a new Diamond Plus giving level, which entities

our fellow aviators. As you can imagine, it takes

you to all benefits plus your choice of a Ken Ko

some fairly substantial financial resources to

underwrite such an event and the Vintage area

tik aviation art print. A portion of Ken's artwork

at EAA AirVenture is no exception.

kAviationArt.com.
Please consider actively participating in the

For the past four years, the Vintage Aircraft

can be viewed on his website at www.KenKoti

Association has , by necessity, elected to un

2007 VAA Friends of the Red Barn campaign.

derwrite its EAA AirVenture activities with funds

You donation may be tax-deductible to the ex

other than members' dues. The proceeds from

tent allowed by law, and you can enhance your

this fund pay for all sorts of volunteer activities

participation if you work for a matching gift

and improvements to the VAA area. It serves

company. You can do so by copying and filling

as working capital for improvements such as

out the form included on these pages, filling

the new kitchen for the popular VAA Tall Pines

out and sending in the form included in the

Cafe , as well as for upkeep of many structures.

mailing that will arrive in your mailbox soon, or

There 's never a shortage of windows that need

by donating online at www,VintageAircraft.org/

caulking, doors that need to be replaced, and

programs/redbarn.html. If you desire more in

roofs that need to be repaired. Plus, every year

formation concerning the VAA's Friends of the

something new must be created to serve the

Red Barn campaign, feel free to give us a call

needs of the members and visitors, as well

at 920-426-6110 . We ' d be happy to speak

as replace some of our most aged or obsolete

with you!

10

JANUARY 2007

Many services are provided to vintage

aircraft enthusiasts at EAA AirVenture
Oshkosh. From parking airplanes to feed
ing people at the Tall Pines Cate and Red
Bam, 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
remains 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 4OOplus
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
underwrites:
Red Bam Information Desk Supplies
.Participant Plaques and Supplies
Toni's Red Carpet Express Repairs and
Radios
Caps for VAA Volunteers
Pizza Party for VAA Volunteers
Flightline Parking Scooters and Sup
plies
Breakfast for Past Grand Champions
Volunteer Booth Administrative Sup
plies
Membership Booth Administrative Sup
plies

.Signs Throughout the Vintage Area

Red Bam and Other Buildings' Main

tenance
Tall Pines Cafe Construction

.And More!

Dilamond Plus
$1250
Ken Kotik Aviation Art Print

2Tickets

2Tickets

2lickets

1Person/FuM Wk

2People/fuM Wk

2People/Full Wk

2People/Full Wk

*
*
*
*
*
*

*
*
*
*
*
*

*
*
*
*
*
*

*
*
*
*
*
*

Two TICkets to VAA Picnic

Tri Motor Certificate
Breakfast at Tall Pines Cafe
Special FORB Cap
Two Passes to VAA Volunteer Party
Special FORB Badge
Access to Volunteeer Center
Donor Appreciation Certificate
Name Usted: Vintage Airplane Magaizne,
Website and Sign at Red Bam

*
*

Full Week

Close Anto Parking

*
*

*
*

*
*
*
*
*

VAA Friends of the Red Barn

Name____________________________________________________________ EAA#
VAA#
Address___________________________________________________________________________________
City/State/Zip_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Phone_________________________________________E-Mail______________________________________
Please choose your level of participation:
__ Diamond Plus $1,250.00
__ Silver Level Gift - $250.00
__ Diamond Level Gift - $1,000.00
Bronze Level Gift - $100.00
__ Platinum Level Gift - $750.00
__ Loyal Supporter Gift - ($99.00 or under)
__ Your Support $__
_
Gold Level Gift - $500.00
Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)
o Please Charge my credit card (below)
Mail your contribution to:

Credit Card Number _________________________ Expiration Date _ __

Signature_________________________________

EAA, VINTAGE AIRCRAFT ASSOC.

PO Box 3086
OSHKOSH, WI 54903-3086

*00 you or your spouse work for a matching gift company? If so, this gift ma y qualify for '-------------------------------'

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

NameofCompany _____________________________________________________

The Vintage Aircraft Association is a non-profit educationa l organization IInder IRS SOIc3 rules. Under Federal Law, the deduction from Federal Income tax for
charitable contributions is limited to the amollnt by which any money (and the vallie of any property other than money) contributed exceeds the value of the goods or
services provided in exchange for the contriblltion. An appropriate receipt acknowledging YOllr Sift will be sent to YOli for IRS gift reporting reasons.
VINTAGE AIRPLANE

11

<ell\>

~ eart!~~ition

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~

LIN COL N

MERCURY

JAGUAR

An airmail beacon lights the way to

BY

Whatever happened to the kid on

the bicycle outside the fence at the lo
cal airport? Here is the story of one of
those kids!
This "kid" grew up in the New Ha
ven, Connecticut, area, back in the '30s.
I lived with my parents on a third-floor
flatm a suburb of New Haven, the West
ville section. Looking out the kitchen
window to the north-northwest, we
could see a beacon light. It flashed red
and Whit-e as it sat on top of a ridge
known as West Rock. This beacon was
part of the airmail route between New
York City and Jiartford, Connecticut.
The conqete $lab for that tower is still
there, bUt the tower is long gone. It is
nearlY above the tunnel on the present
day Wilbur Cross Parkway.
Because of that airmail route, and
also because then: was a municipal air
port in New Haven (east of the city)
and another old gras, airpOrt in Beth
any, Connecticut, aiqililne traffic was
over our house just abOut all the time.
I saw every airplane conceivable at the
time, including World War II bomb
ers, transports, and fighters that were
being ferried tmvam Boston and over
seas. As soon as I heard an airplane
engine, my eyes would look skyward,
and because of my wood and paper
model-airplane building, I could iden
tify most every one.
After going through the local grade
and junior high schools, I graduated
from Hillhouse High School, right next

Ev

CASSAGNERES

to the campus of Yale University, and

have since spent much of my working
life as either a Yale employee or consul
tant in engineering.
During WWII and mostly toward
the end of the war, I became a success
ful bicycle racer, mainly long-distance
road racing (Tour de France type of rac
ing). I also did a fair amount of actual
track racing and working at the pro
fessional six-day bicycle races in New
York City. My parents never owned a
car, or even a license to drive one, so
my sole mode of transportation was,
not surprisingly, the bicycle.
To see and take pictures of rea l air
planes, on weekends I would cycle up to
Bethany Airport, a trip of about 8 miles.
After school I'd sometimes pedal out
to the New Haven Municipal Airport,
known today as Tweed-New Haven Air
port (named after John "Jack" Tweed,
former manager).
When World War II ended in 1945,
it took me just a few minutes to ride
my trusty Columbia "tank" bicycle (this
was before I learned about bicycle rac
ing on bikes with "skinny" tires) out to
the New Haven airport
to ask for a job, doing
II anything," just to be
around real airplanes. Af
ter the Air Corps pulled out,
and the field was open for
civilian use, the first
operator (FBO)
was Walt Reyn

olds, who also operated

as a satellite facility, so
at both places, mainly
It was a happy day
me as a "lineboy" at New .&<.y .....~
rate of 60 cents an hour. I could
in money (if I had a hot date on
weekend) or flying time toward a
license-dual in the J-3s. The
tailed regular sweeping out of the
gar (which today has been rebuilt
the main passenger terminal), working
in the shop, and helping the mech~IIlk:s'
dope, rib stitch, or do whatever on
needing repair, rebuild, or relicensing ;;~i
for their yearly inspection.
My main job was to take care
fli ghtline. I loved every minute of it,
all of it, even any dirty work involved.
Just to be near airplanes and to be able
to touch them was pay enough for me.
This was before I either learned or no
ticed there was another type of human
being known to most people as "girlS."
Although these "girls" did work their
way into my social life, airplanes never
ceased to be a strong competitor for my
individual attention. Need I say more
on that subject? I think not.
Anyway, part of the training
was learning how to be care
ful with handling
airplanes when
moving them

1946 Piper 1-3-65, NC92051, owned by Usher Aviation at New Haven, in which
Ev took his dual instruction.

Henry DuPont's private Beech Staggerwing NC1030, an airplane Ev took care of

often when Mr. DuPont would visit the local area, where he owned a summer home.
around. Ninety percent of them were of
the tail wheel type. Well, sir, how could
a young buck like me be that close to
these wonderful flying machines and
not want to learn to fly them? Was that
a secret desire or what?
So, to make a somewhat long story
short, my line training and learning
to fly worked side-by-side or hand-in
hand, you might say.
Engines had to run for an airplane to
fly, which meant they had to be started
somehow, right? Most of the smaller
training type of airplanes of the time,
Cubs, Aeroncas, T-Crafts, and the like,
did not have starters. They had to be
hand-propped to get them going. So,
part of my line training to be more use
ful and productive in my job was to
learn how to do just that anytime one
of the Cubs or a transient came in for
fuel and other services.
I also had to take care of those regu
lar duties, such as fueling, putting in
oil, and washing the windshield, which
we always did in those days. I loved it.
I still relish the opportunity to prop an
airplane, any airplane, any engine, and
even the larger radials. It's great fun, sat
isfying, healthy from the standpoint of
exercise (not healthy if one is careless),
14

JANUARY 2007

and productive, proving self-worth, and

it's good for one's self-esteem.
I recall many a time when a T-6,
Twin Beech D-18, Staggerwing BT-13, C
45, Gullwing Stinson, etc., might come
in with a dead battery, especially in the
winter months, and need a start to get
the pilot home. I would just "have" to
hand-prop it, and honestly, I loved it.
Actually, the larger they are, the
easier they are to get started, as any
one in our antique community will at
test to, or at least those of us who are
a "bit" older.
But, how did they teach us to do
hand propping? With lots of respect
for what was to be accomplished,
and what could happen if we became
cocky or careless, particularly if we had
a devil-may-care type of attitude. The
commands were simple and should be
precisely the same today when starting
up one of these wonderful old birds.
Commands such as "Switch off," "Off
and open," "Throttle closed," "Throttle
cracked," "Brakes," and the final word,
"CONTACT." Without question, a defi
nite rapport between the "propper" and
the pilot/aviator needed to be estab
lished. Nothing sloppy here, my friend .
And the guy on the propeller end

should never, I mean never, trust any

pilot. Always treat the engine as if it's
magnetos were "HOT." Because they re
ally could be HOT!
I have stood on the sidelines at
Oshkosh many times and observed high
time professional pilots sitting in some
gorgeous antique and using terms such
as "Okay," "I'm all set," or "Go ahead"
(go ahead and what?). And I've seen the
guy on the prop end using almost the
same language. It made me sick. It's a
wonder there have not been serious or fa
tal casualties wherever these guys go.
Working as a lineboy also gave one
a chance to observe real aviators. I was
very, very fortuna te to get to know the
instructors and the guys doing charter,
etc., personally, and the way they con
ducted themselves. I even walked like
them the next day at schoo l because
"that's the way real aviators walk."
Taking dual in t h e J-3s, I had three
ex-military fighter pilots as my instruc
tors: Bill Williams, a P-47 pilot; Wayne
Tarbox, P-47 pilot and a real character;
and Art Schiebel, who I think flew the
Curtiss P-40. Great men who were pleas
ant but demanded perfection and who
still kept the fun factor in the syllabus.
I have to admit here that many times
after a grueling dual ride I would get
out of the airplane and walk toward the
flight office, thoroughly discouraged,
feeling that maybe I was just not cut
out for that kind of stuff. "I should stay
on the bicycle," I'd think . But after a

The author is shown

here in Piper J-3-65,
NC92441 (the airplane
is now registered to Ron
Smith of Ripon, Califor
nia) sometime after his
solo when he had enough
flight time to move into
the front seat, which he
said was like sitting on
the engine the first time
he tried this. One really
learned how to taxi with
the stick full back in
one's lap.

few days, my enthusiasm would be re

charged, and I was again ready for more
of the same challenges.
There were lots of other flying stu
dents there at the time, many of whom
were on the GI Bill, veterans of the war.
Most of them learned pretty fast and
soloed in eight hours. I was the slow
one, having soloed in eight hours and
five minutes (off Runway 32 in J-3
NC88274). Also on the line then were
J-3 NC920S1, NC91970, NC70779 ,
NC42672, NC92441, and NC6933H.
I now wonder as I write this story if
anyone out there knows of the where-

wheel-type airplane on the flightline.

When students walk in off the street to
sign up for flying lessons, that's what
you put them in for no less than 10
hours of dual. Forget the radio stuff for
those 10 hours; just teach them to fly
the airplane, under all kinds of condi
tions, especially wind conditions. Once
they have mastered proper techniques
in that area, then get them started into
radio and navigation requirements. And
when I say navigation, I don't mean go
ing right into GPS or even VOR, but us
ing a sectional chart, the compass, and

a red line for the coarse and learning to

do wind vectors and all the rest.
After having flown professionally,
with all the electronic toys, I still fly
cross-country in my trusty Cessna 170B
the old way and love every minute of
it. I may get a bit off the "exact" course
once in a while, but I get there. And
I am always looking out the window,
watching for traffic and keeping my fin
ger on the chart, showing where I am at
the moment or pretty close to it. It's a
lot of fun, challenging, simple, and re
warding-and hey, I do enjoy soaking
up the beautiful scenery.
Who needs GPS on the East Coast if
one is going south? Just keep the ocean
on the left and the land mass on the
right; you can't miss. Just the opposite
on the West Coast (they tell me).
Anyway, sorry I got a bit sidetracked
from the gist of the title of this story,
but I could not resist getting into some
of the ways many of us old-timers got
started into this business, the fun we
have had, and the love of it all, which
most of us I am sure have never lost.
"Boy," have we stayed in "line"
ever since!
~

r--------------------------------

abouts of any of the Cubs mentioned.

Have any of them survived? [Editor's
Note: NC88274 is currently registered to
the North American Flying Club of Colum
bus, Ohio. Two others on that list are also
still registered.-HGF]

As most of us old-timers know, all of

the airplanes we flew in those days had
"conventional" landing gear, which
means they had two main wheels up
front, with a little tail wheel in back.
That's all we ever flew, until the Er
coupe and Piper Tri-Pacer came on to
the scene, which seemed like cheat
ing when it came to landing the darn
things. I still get rather bored when I
have to fly a nosewheel light airplane.
There's no challenge to it; it's as though
the aeronautical engineer is actually
landing the ship.
But all of that was excellent training
for us, as we went on up the ladder to
earn other rating to get us into the pro
fessional category, flying sophisticated
and high-speed airplanes.
I still say after all these years that
every flight school should have a tail-

The Clear Choice When Your. _VIW",

www.polyfiber.com
Poly F ber IS a D vIsIon of
Consolidated AIrcraft Coatings
VINTAGE AIRPLANE

15

A Sialwart Survivor

~07U ~/ie

f/okZen

~~~

t's always a special treat to see

one of the aircraft from the
golden age in flying condition,
especially when there is less
than a handful of that particu
lar make and model registered today.
So when Vintage Aircraft Associa
tion member Bob McCorkle arrived
at EAA AirVenture Oshkosh 2006 for
the very first time in his much-loved
1935 Kinner Sportster B, an intrigued
crowd had gathered before he even
had the aircraft tied down.
McCorkle patiently answered
questions as the midday sun blazed
overhead, explaining, "there are two
of these flying, and the model B-2 is
called the Sportwing-it looks like
this Sportster, except its wingspan is
shorter and it has really sexy wheel
pants. To my knowledge, there's one
legitimate Sportwing in Oklahoma,
and I think that's flying."

Beguiling Model B
Owning and flying a rare airplane
can be an interesting and pleasurable
experience, and that notion lured
McCorkle into buying the Sportster
as a project in 1982. He was a he
licopter pilot in the Marine Corps
then and knew he wanted to fly rec
reationally afterward. Flying " low
and slow was something I really en
joyed," reflects McCorkle, elaborat
ing that, "} knew I'd never have the
money to fly the kind of performance
aircraft that I flew in the military, so
I wanted to fly something that was
different, that would give me a spe
cial feeling about aviation."
McCorkle purchased the Sportster
B project from a gentleman who was
a B-24 pilot during World War II, and
recalls that" all the parts and pieces
were there, including the windscreen
and instruments. It basically needed
recovering and an engine overhaul."
Unbeknownst to him at the time,
though, it would turn into a rather
long-term project-about 22 years'
worth-before it was airworthy again
and ready to make its public debut.
In hindsight, he says, he was "really
in over my head. Back then, I was liv
ing in Anaheim, California. I met a
fellow there who was building a Mar-

quart Charger, and

some friends of
his were restoring
a Stinson Reliant.
Those guys were
all master crafts
men, so I became
their chief gopher.
In turn, they helped
me get on track
with the Sportster
and hooked me up
with Ed Marquart at
Flabob Airport."

Bit 0' History

Since "Bert" Kin
ner is likely known
best for his Kinner
engines, let's take a
brief look back in
history to learn a
bit more about his
active interest in
designing and man
ufacturing aircraft.
He built several air
planes in the 1920s,
Bob McCorkle of Danbury, Connecticut, with his 1935
including the
Kinner Sportster B.
Airster biplane and
monoplane. By the
late 1920s, according to aviation his the sportsman market, with the addi
torian Joseph Juptner in his U.S. Civil tion of its new Sportster B (and B-1,
Aircraft series, Kinner bought a Bolte which had a slightly higher baggage
Sportplane, for which he proceeded allowance), which received ATC 516
to design folding wings-it was this in September 1933. Powered by the
modified low-wing, open-cockpit air 125-hp Kinner B5, it measured 24 feet
plane that inspired Kinner to focus 2 inches from nose to tail, stood 7 feet
on the development of the Sportster. tall, and had a wingspan of 39 feet.
Max Harlow took Kinner's concept to It carried 35 gallons of fuel, burned
the drawing board and refined it, and around 7 gph, cruised just under 100
the folding-wing Sportster K emerged. mph with a 440-mile range, and had
It received approved type certificate a gentle landing speed of 40 mph. In
(ATC) 490 in August 1932 and was terestingly, the Type Certificate Data
marketed to the sportsman pilot. It Sheet notes that" all eligible aircraft
was a two-place, open-cockpit, low must be equipped with 3-lb. lead bal
wing airplane powered by the 100-hp ance weight in leading edge of each
Kinner K5. Its predictable flying char aileron." Required Class I equipment
acteristics soon landed it in the world included a battery, Heywood starter,
of pilot training, around three dozen 19x19-3 wheels and tires with brakes,
were manufactured and six are on the an 8-inch streamline tail wheel, and
FAA registry today.
a wood propeller. It had primary in
Even though the Great Depression strumentation for recreational flying
was casting a dismal shadow on the or basic pilot training: altimeter, air
nation, the Kinner Airplane and Mo speed indicator, compass, tachom
tor Corporation Ltd. of Glendale, Cal eter, oil pressure and temperature
ifornia, was still vying for its share of gauges, and a fuel gauge. Optional
VINTAGE AIRPLANE

17

Class III equipment included an ad

justable metal propeller, a removable

coupe-top, a 24-gallon fuel tank (re

placing the standard 3S-gallon tank),

a heater, radio, and skis. Nine Sportster B models were built, and only
two model B-1s; of those, three Bs
and one B-1 are registered today.
The Kinner lineage continued into
the 1930s with various models, including the Playboy R-1, a one-off,
low-wing design, complemented by
wheel pants and a 160-hp Kinner RS

""""'=;;;;;;;;;=

~~~~~~Jl

engine. Then the Sportwing B-2 ap- '[

peared, having earned ATC S22 in Oe- _ _ _ - - -39.0 '-cember 1933. The Sportwing, like the
Sportster, was powered by the 12S-hp
Kinner BS, but it had a wingspan of
only 34 feet S inches and was more
streamlined with the addition of a
blister cowl and wheelpants. Eight B2s were built, and only one is on the
f-o-~~~~-- 24- 2."- - ----1
registry today. Next came a racy-look
ing four-place cabin low-wing-the
"Envoy" C-7, powered by a 300-hp
III
Kinner C7-four civilian models were
built, and several were also sold to the
United States Navy. Then came the
Playboy R-S, with a 160-hp Kinner en
gine-it, too, was a cabin low-wing,
and at least eight of these were built;
one is listed on the registry today.
In 1936, the Sportwing B-2R, with
its 160-hp Kinner RS, was introduced.
- Bob McCorkle
4 ..

wanted to fly
something that
was different,
that would ,ive
me a special
f eeI -Ing __ _"

18

JANUARY 2007

Only three B-2Rs were built; however,

four were built as the Timm 160 after

Kinner went bankrupt in 1937 and

Timm Aircraft Company acquired its

manufacturing rights. The design influ

ence of the strut-braced, low-wing Kin
ner form, with its distinctive tall tail
and clean lines, can be traced at least as
far forward as the 1940s Call-Air.

Helping Hands
Back in 1982, after McCorkle pur
chased NC14288, he moved it to a
hangar at Flabob to commence work
on it. But soon thereafter, he relocated
to Seattle, Washington-which was
still close enough to occasionally make
the pilgrimage south to work on the
airplane, but not frequently enough
to make measurable progress. A few
years later, he made a career-induced
move-this time, all the way across the
country-and settled in Connecticut.
All the while the Sportster remained
at Flabob, languishing by default be
tween periods of sporadic restoration
work. The geographic distance factor,
combined with a limited budget pro
longed the project, although he did re
ceive significant help from kind and

tern which I normally use-and it was

over 100 degrees when I painted the
blue stripes, and that was tricky."
This seemingly endless restoration
project eventually culminated when
the Sportster B was finally declared
airworthy late in the summer of 2004,
thanks to numerous pairs of helping
hands which were guided by experi
ence and expertise, and energized by
a singular desire to see a golden age
survivor return to its home aloft.

Sportster Construction

The simple, cozy cockpit of the Sportster B.

Abaggage compartment inside each wing stub below the wing walk holds 40 pounds.
generous individuals who were in the
airplane restoration business. Most no
table among these were Marquart, jan
Johnson, and Ray Stits.
liEd Marquart's technical expertise
is unsurpassed ," elaborates McCorkle,
"and without his craftsmanship none
of the hard things would have gotten
done. jan johnson took over the project
when my career forced me to move out
of the area; her fabric and paintwork
speaks for itself. And many years ago,
when money was tight, Ray Stits do
nated most of the fabric and paint used
in this project. There were many more
people who also contributed at various
times; the Sportster would never have
been completed without the help of all

the individuals involved."

Pilot Johnson, of California, who
first learned about fabric covering at
an AirVenture workshop, built her
own Woody Pusher in the late 1980s
and was glad to lend a helping hand
on the Sportster B. She did some work
on the wings, as well as fabric installa
tion, rib stitching, and painting. She
was willingly devoted to the project,
yet found that "it was very tediOUS,
putting on the tapes over each one of
those wooden stringers; you've got to
really place those things carefully to
get them straight-that was a lot of
work. When it came time to paint, I
used a compressed air system instead
of the high-volume, low-pressure sys

NC14288 was manufactured in early

1935 with an empty weight of 1,226
pounds, a gross weight of 1,875 pounds,
and a baggage capacity of 80 pounds,
which was adequate for the student or
recreational pilot. The baggage compart
ments, which are neatly concealed in
side the wing stubs below the wing walk
on each wing, can each accommodate
40 pounds. After stowing their belong
ings, pilot and passenger could grasp a
convenient handhold on the fuselage,
hop up on the left and right wing walk,
and swing open their respective cock
pit doors. Settling down inside the cozy
cockpit on the side-by-side bench seat,
they had just enough forward visibil
ity to peer through the windscreen and
see the Kinner's cylinders projecting
from the cowling. Just underneath that
bench seat, on the lower side of the fu
selage, is a fairly large removable panel,
which provides handy access to the in
terior of the fuselage.
The fabric-covered Sportster B fea
tured dual control sticks and rudder ped
als, mechanical heel brakes (pilot's side
only), and an effective dual trim tab sys
tem for the elevators. The steel tube fu
selage was faired to shape with wooden
stringers and formers, and its integral
wing stubs housed attachment points
for its tripod gear, as well as the wings.
The strut-braced low wings were con
structed of wooden spars and truss-type
ribs, while the tail group was steel tub
ing with external double wire bracing.
Oleo shock absorbers and a wide wheel
tread facilitated smooth landings.

Kinner Power
The Sportster B is powered by a
125-hp, five-cylinder Kinner B5 raVINTAGE AIRPLANE

19

Note the landing gear attachment points on the wing

stub, and the inspection access panel (open in this
photo) on the lower side of the fuselage.

Close-up view of the Sportster's wood ribs and spars.

dial, of which McCorkle is especially

proud . "This airplane came with a B5
on it back in 1935, and it probably
had the front exhaust with a collector
ring," he explains with a smile, "but
the front exha u st heads had some
problems with cracking, so we went
to rear exhaust heads on this engine.
Hugo Bartel of Pennsylvan ia rebuilt
it, so it 's brand new, and the bright
work on it is really nice."

Handling Characteristics

The Sportster's slender, tall tail is en

hanced by graceful curves. The tail
group is double-wire braced, and the
elevators have a dual trim tab system.
20

JANUARY 2007

Pilot Jan Johnson of San Gabriel, Cali

fornia, enjoyed helping restore the
Sportster at Flabob Airport.

McCorkle is unabashedly enthusi

astic about his Sportster B and enjoys
being able to share it with fellow avi
ation enthusiasts across the country.
"It's a great airplane, and it has great
lines, " he proclaims, adding, "it's sur
prisingly firm and responsive with its
cable-operated controls. I attribute
that to the weighted ailerons and rea-

GILLES AUUARD

sonably large rudder working a 24

foot moment arm. I haven't flown
any acrobatics since I was flying T-28s
at Pensacola, so I have not had any
desire to push this airplane in that
way. About the most aggressive I've
gotten with her is to do some lazy
eights and wingovers, and in those
maneuvers she gives you every indi
cation that she would stand on her
ear if asked. They talk about her be
ing pretty docile to land, and she is
on grass, but on pavement she was
a handful with a fully castering tail
wheel. It didn't lock, and you can't
taxi this airplane with rudder."
That fully swiveling tail wheel, com
bined with a stiff cross-wind landing,
created the opportunity for some ad
ditional work on the Sportster's wings
and landing gear, according to Mc
Corkle, who says, "The craftsmanship
and fabric work by Gary and Michael
Hartie of Aircraft Management Services
in New Cumberland, Pennsylvania,
nicely complements the work that was
previously performed by Ed and Jan
in California . We decided to make the
tail wheel controllable, and it's a much
more reasonable airplane on pavement
now. Before, I did wheel landings, and
now I'll do three-point landings."
For his initial checkout in the Sport
ster a couple of years ago, McCorkle
turned to Ron Caraway, a seasoned
pilot and flight instructor who lives

in Apple Valley, California. It didn't

take long for them to discover that the
Sportster needed some landing gear
adjustments. "There was toe-in on the
landing gear, which made it very un
stable," recalls McCorkle, elaborating,
"so Ron and a friend of his, Jim Chap
man, helped fix that, which enabled
me to fly it across the country."

Across the Country

It was July 2004 when McCorkle
and NC14288 set out upon their first
long cross-country-which took him
all the way from California to Con
necticut. A friend accompanied him
as far as EI Paso, Texas, and McCorkle
has a 30-page log of the entire ad
venture, which was a satisfying mile
stone for him. "Coming across the
Mojave, we rode a thermal to 5,500
feet; my original plan was to go to
Grand Junction," he explains, "but I
needed to get to 8,500 feet to do it,
and I couldn't hold that thermal. So
along about Phoenix, I was looking
at the foothills of the Rockies on the
right, and we picked our way through
the Rockies down to EI Paso. I flew
solo from there all the way home."
He logged about 36 hours of flight
time on that trip, with 18 stops along
the way. It was, as h e says, a "pretty
uneventful flight," and those are
good ones to have. He was weath
ered in only one day, and flew two

or three legs per day. Those legs aver

aged about two and a half hours, but
no more than three.
In 2006, he and the Sportster B
flew at least two special cross-coun
tries-in July, to AirVenture in Wis
consin for the first time, and then in
September, to the Antique Airplane
Association's annual invitational fly
in in Blakesburg, Iowa. McCorkle
says he "was surprised at how few
airplanes from the golden age were
at Oshkosh, but now, having made
the trip myself, I kind of understand
at least one reason why that might
be-I'm going to spend a week try
ing to clean her up after this flight."
But perhaps those cleanup and main
tenance chores will be outweighed for
McCorkle by the joy of grassroots fly
ing across our scenic country, all the
while listening to the unique percus
sion of that Kinner radial and feeling
the fresh air swirling through the open
cockpit. And if that isn't enough to en
tice him to keep flying to national and
regional fly-ins, there's also the invigo
rating warmth of the inner glow that
comes from taxiing up to a tie-down
area and watching the smiles light up
the faces of those who've never before
seen a Kinner Sportster B in the flesh,
as their lips form that by-now famil
iar question, "What kind of airplane is
it?" McCorkle will have a cheerful an
swer for them.
.......
VINTAGE AIRPLANE

21

The First Clipwing

Tayl

craft

A few weeks ago we sat down with EAA's

founder and chairman of the board,
Paul Poberezny, to chat about a fun little
airplane he created out of a 1940 Taylor
craft. Paul was looking for something that
he could use on a regular basis, and a pre
viously clipped lightplane served as an in
spiration to Paul to create his own little
speedster. Here's our interview with Paul.
-HGF
22

JANUARY 2007

HGF: How did Little Poop

deck come to be?
PHP: It was a 1940 40-hp
airplane that hadn't
been damaged or any
thing. r just bought it
whole, less engine, and
decided that I'd like a
faster cross-country air
plane. I was stationed at
Yolk Field (it was called
Camp Douglas at that
time); I had a BT-13
and an Army National
Guard L-17. r thought
it would be kind of nice
to fly back and forth at
a roaring speed of about

13S mph.
About that same
time, I had an opportu
nity to fly Duane Cole's
Clipwing Cub Little
Bit, and I think that
would be about the
same time-' 48 or so
at Hales Corners air
port. That inspired me
because it was a little
snappier than dragging
a lot more wing along.
So I took the project
and started on that one.
r took the wings com
pletely apart. r used the
extra wing ribs from the

wings that I clipped down to 26

feet (I took out a total of 10 feet),
doubled all the wing ribs on the
wings for extra load and so forth,
and I put a Continental engine in
it with the Ex-Cell-O fuel-injection
system so I could operate it upside
down. It was an 8S-horse engine. I
designed a different cowling, and I
used a nosebowl from something
that I don't recall offhand.
I brought the wings in at the
wing root, like a Fairchild 24, and
built a windshield that sloped
back-it was a two-piece wind
shield-sloped to the front spar
area. I converted it to a control stick
on the left side-just a single seat

on the left side of the airplane.

HGF: What about the fuel system?
PHP: I put a Luscombe tank behind
me. And then I got a 2-gallon
tank out of an Aeronca Defender;
that was on my right side, on the
floor. Then when I was inverted,
the little 2-gallon tank gravity
fed the fuel system. When it was

right side up, the Luscombe tank

fed, and when )Iou really look at
it, with all the plumbing and all
that stuff, it looked like a moon
shine still-maker thing.
I built a wooden dash for it, and
since it was a single-place airplane,
the instruments were mostly on my
side. I clipped the ailerons down to
the first hinge point, which was a
VINTAGE AIRPLANE

23

mistake because I could have used

a lot more aileron on it. You no
tice the rudder is changed a bit. It
seems a little bit bigger rudder, es
pecially at the lower end, would
have helped.
I could do a barrel roll real easy
going along. Just bring the nose
up and push full rudder, and she'd
just roll right around . I had used
some heavier tubing for the wing
struts. The vee-struts were welded
to one piece into the single point.
HGF: Did you change the horizontal
tail at all?
PHP: No. The horizontal tail was
trimmed 11 inches. I built a move
able a trim tab. You can see it was
kind of squared off. The rudder
was more squared-off at the bot
tom. For the landing gear, I used
a Cub gear fron t stru t and axle,
and welded in a streamline tubing
aft brace.
HGF: Short stack exhaust, too.
PHP: Oh yeah! I had short stacks on

it. I often had to wipe off the cowl.

At one time I had wheel pants on
it. I flew it even when I was on ac
tive duty. I flew it a couple times at
Volk Field, and back and forth. I flew
it regularly to Truax Field in Madi
son when I was attached to the 1761h
24

JANUARY 2007

fighter squadron, a P-51 outfit.

HGF: So you got that 125-mph cruise
back and forth.
PHP: At least. But the airplane prob
ably flew 100 hours. About 75 to
100 by myself. I flew at some avi
ation events over in Michigan.
Once I flew Little A lIdrey to De
troit, and Bob Nolinski flew Lit
tle Poopdeck, the name of my new
clipwing, there and back. It got
off, climbed good. Marion Cole
flew it. Duane Cole flew the air
plane. But it lacked extra aileron;
it would have balanced out just
real nice with a bit more force. It
flew good inverted and upright.
I never had any problem with it.
When I went to Korea in the fall
of '51, I put it in storage at Cur
tiss-Wright Airport.
After I returned, I flew it for a
while; then I sold it in 1953 to a
flying club in Sturtevant, Wiscon
sin. They flew it for quite a while
as a club airplane. It's probably
one of the first experimental am
ateur-built clipwing that a flying
club owned.
As I understand it, it got dam
aged around '54 or '55. It came
back to Waukesha for repairs,
and from what I understand (I
didn't know it was there), they

were working on the fuselage,

and it caught fire and that was
the end of it, other than the
wings. I don't know what ever
happened to the wings.
The clipwing monoplane photos dis
played on the walls of Paul's offices
show a sporty little experimental light
plane, with pLenty ofpersonality. Paul
noted that the airpLane couLd have
used more roll authority to match its
zippy performance. When you bring
the ailerons in closer to the fuselage,
their moment arm is decreased, ne
cessitating an increase in area when
compared to the new wing area. In
reality, so much of the airframe was
changed during Little Poopdeck's
construction that it was a pretty sim
ple matter in the late 1940s to have
the aircraft licensed by CAA inspector
Tony Maugeri, a founding member of
EAA (EAA 18). Tony saw that well
more than 50 percent of the structure
and systems were redesigned, built,
and documented by Paul, and he
agreed that it was proper that it be
certificated in the Experimental Ama
teur-BlIilt category.
Oh, and the name? Paul says that
all sorts offolks had a tough time pro
nouncing his name during World War
II, and Poopdeck seemed to stick, so
that's what he named his nifty little
single-seat speedster.
.......

Mike Steele
Walnut Cove, NC 27052

Retired from Piedmont/USAirways

Owns and operates FBO, specializ
ing in aircraft repair/restoration
Previous proiect, a PA-22, was

Reserve Grand Champion

at Oshkoskh 2002

" I have enjoyed the friendly service and very competitive rates
at AUA. They can't be beat."

- Mike Steele

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

AUA's Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages
"OJ=9(I1IPQllent pads

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Dues: US $35/ 1-yr,$63/2-yrs; Foreign
$41/ 1-yr, $68/ 2-yrs
Publication: Quarterly, B-C Contact!
26

JANUARY 2007

American Bonanza Society

Thomas P. Turner
1922 Midfield Rd.
PO Box 12888
Wichita, KS 67277
316-945-1700
Fax: 316-945-1710
Email: absmail@bonanza.org
Website: http://www.bonanza.org
Dues: US $55/ yr.
Publication: ABS Magazine - Monthly

Twin Bonanza Association

Richard Ward
19684 Lakeshore Drive
Three Rivers, MI 49093
269-279-2540
Fax: 269-279-2540
Email : forward@twinbonanza.com
Website: http://www.twinbonanza.com
Dues: $35/yr US; $45/ yr foreign
Publication : Quarterly

National Bucker Jungmiester Club

Colosta Price
300 Estelle Rice Dr
Moody, TX 76557
254-853-9067

Cessna International Bird Dog

Association (L-19/0-1)
Larry Flinn
9618 Jason Bend
Helotes, TX 78023
210-695-1944
Fax: 210-695-1284
Email: C24712@aol.com
Website: http://www.L-19Bowwow.com
Dues: $30/ yr US; $35/ yr Canada ; $45/ yr Int'l
Publication: Quarterly Magazine;
Monthly Email Newsletter

Cessna Airmaster Club

Gar Williams
9S135 Aero Drive
Naperville, IL 60564
630-904-8416
Email: Aerocraft@aol.com
Dues: No Dues. Membership is
restricted to those that own, or would like
to own, a Cessna Airmaster.

Cessna Owner Organization

Randy Augustinak
P.O . Box 5000
lola, WI 54945
715-445-4053 , ext 118; 888-MY
CESSNA
Email: help@cessnaowner.org
Website : http://www.cessnaowner.org
Dues: $48/ yr., $89/ 2 yrs ., $119/ 3 yrs.
Publication: Monthly

Cessna Pilots Association

John Frank, Executive Director
3940 Mitchell Rd .
Santa Maria, CA 93456
805-934-0493
Fax: 805-934-0547
Email: info@cessna.org
Website: http://www.cessna.org
Dues: $45 US, Canada, Mexico; $55 Int' I
Publication : E-ATIS electron ic weekly/ CPA
Magazine monthly

Eastern Cessna 190/195

Association
Cl iff Crabs
25575 Butternut Ridge Road
North Olmsted, OH 44070
440-777-4025
Email: ccrabs@aol.com
Dues: $15
Publication: 4/ yr.

International Cessna 120/140

Association
Ken & Lorraine Morris, President
2900 Howard 8t
Poplar Grove, IL 61065
989-339-1009
Email : president@cessna120-140.org
Website: www.cessna120-140.org
Dues: $25/ yr.
Publication: 7 issues per year, included in
membership

International Cessna 170

Association , Inc.
Jan Billeb , Executive Secretary
22 Vista View Ln.
Cody, WY 82414
307-587-6397
Fax: 307-587-4297
Email : headquarters@cessna170.org
Website: http://www.cessna170.org
Dues: $45 USD/ yr or $130 USD/ 3 yrs
Publication : Flypaper-monthly; The 170
News-quarterly

International Cessna 180/185

Club (ownership required )
Keith Peterman
40087 Mission Blvd . # 392
Fremont, CA 94539-3680
510-226-1364
Email: president@skywagons.org
Website : www.skywagons.org
Dues : $25/ yr.
Website : Bi-monthly

International Cessna 195 Club

Coyle Schwab
632 N. Tayler Rd .
8t. Charles , IL 60174
630-513-7002
Email: coyle.schwab@sbcglobal.net
Website: www.cessna195.org
Dues : $25
Publication: Online at website (members
only). Non-members can access photos
and " Hangar Talk" forum

West Coast Cessna 120/140 Club

Randy Thompson
4375 Six B Rd
Anderson , CA 96007
530-357-5440
Email: thompsonsair@northvalley. net
Dues: $20/ yr.
Publication: 6/ yr.

Ercoupe Owners Club

Carolyn T. Carden
P.O. Box 7117
Ocean Isle Beach , NC 28469
910-575-2758
Email: coupecaper@aol.com
Website: www.ercoupe.org
Dues : $30/ yr. US; $35 Foreign
Publication: Monthly, Coupe Capers

Fairchild Club
John W. Berendt, President
7645 Echo Point Road
Cannon Falls, MN 55009
507-263-2414
Email: fchld@cvtel.net
Website: http://www.fairchildclub.com
Dues : $20/ yr.
Publication: Quarterly

International Fleet Club

Jim Catalano
8 Westl in Ln.
Cornwall , NY 12518
845-534-3947
Email: jcatalano@hvc.rr.com
Website: http://users.ntplx. netj-f1yboy/
Dues : Contributions
Publication: Approximately 4/ yr.

Funk Aircraft Owners Association

Thad Shelnutt
2836 California Av.
Carmichael, CA 95808
916-971-3452
Email: pilotthad@aol.com
Website : www.funkflyers.org
Dues : $12/ yr.
Publication : The Funk Flyer (monthly)

The American Yankee Association

Stewart Wilson
P.O. Box 1531
Cameron Park, CA 95682
530-676-4292
Email : sec@aya.org
Website: http://www.aya.org
Dues: $40/ yr.
Publication: The American STAR-Bi-monthly

Canadian Harvard Aircraft Assoc.

Ray Wh ittemore, President
P.O. Box 175
Tillsonburg, ON N4G 3T9 CANADA
519-842-9922
Fax: 519-842-3292
Email: ray@spitcrazy.com
Website: www.harvards.ca
Dues: $50/ yr.
Publication: Quarterly "The ROAR of the
Harvard "

Hatz Biplane Association

Lyman Hatz
P.O. Box 10
Weyauwega, WI 54983
715-536-1069
Email: HatzLymanC@aol.com
Website: http://www.weebeastie.com/
hatzcbl/
Dues: $20/ yr.
Publication: Quarterly

Heath Parasol Club

William Schlapman
6431 Paulson Road
Winneconne , WI 54986
920-582-4454

Howard Club & Howard Aircraft

Foundation
Edward R. Moore
P.O. Box 50
West Mystic, CT 06388
860-536-3002
Email : EBDGA15P@aol.com
Website: http://members.aol.com/
HowardClub
Dues: $30/ yr.
Publication : Quarterly

Luscombe Association
Steve Krog
1002 Heather Lane
Hartford , WI 53027
262-966-7627
Fax: 262-966-9627
Email : sskrog@aol.com
Website: www.luscombeassoc.org
Dues: $25 USD - US & Canada,
$30 Foreign
Publication : Luscombe Association
Newsletter 6/ yr

The Luscombe Endowment Inc.

Doug Combs
2487 S. Gilbert Rd # 106, PMB 113
Gilbert, AZ 85296
480-650-0883
Fax: 480-988-1094
Email: mr.luscombe@luscombe.org
Website: www.luscombe.org
Dues: None Required ,
Donations Requested
Publication : Combined written and online

Meyers Aircraft Owners

Association
Doug Eshelman
1563 Timber Ridge Dr.
Brentwood, TN 37027
615-400-3382
Fax: 615-371-8231
Email: desh@comcast.net
Dues: Postage Fund Donation
Publication: newsletter 3-4 times yearly

Western Association of Mooney

Mites (WAMM)
Michael Harms
P.O. Box 391641
Mountain View, CA 94039
510-739-2481
Email: michael.harms@ge.com
Website: http://www.mooneymite.com
Dues: None
Publication: None

N3N Owners and Restorers

Association
H. Ronald Kempka
2380 Country Road #217
Cheyenne , WY 82009
307-638-2210
Email: wyn3n@aol.com
Dues: $20/ yr.
Publication : Quarterly
VINTAGE AIRPLANE

27

American Navion Society

Gary Rankin
PMB 335
16420 SE McGi llivray # 103
Vancouver, WA 98683
Phone: May - Oct: 360-833-9921; Nov
- April: 623-975-4052
Fax: May - Oct: 360-833-9921; Nov
April: 623-975-4062
Email: Flynavion@yahoo.com
Website: www.navionsociety.org
Dues: US $50/ yr.; Canada $54/yr.;
Foreign $64/ yr.
Publication: The Navioneer (Bi-monthly)

Navion Pilots Association

John Hartman
P.O. Box 6656
Ventura , CA 93006
805-320-3924
Fax: 805-672-2424
Email: jon@navionpilots.org
Website: www.navionpilots.org
Dues: $25/ yr.
Publication: News via web

Navion Skies

Piper Aviation Museum

Foundation
Russell Nelson
One Piper Way
Lock Haven, PA 17745
570-748-8283
Fax: 570-893-8357
Emai l: piper@kcnet.org
Website: www.pipermuseum.com
Dues: $30 per year
Publ ication: The Cub Reporter (Quarterly)

Piper Owner Society

Randy Augustinak
P.O. Box 5000
lola, WI 54945
888-692-3776
Fax: 715-445-4053
Email : help@piperowner.org
Website: http://www.piperowner.org
Dues: $48/yr., $89/2 yrs., $119/3 yrs.
Publ ication: Monthly

Short Wing Piper Club, Inc

Eleanor Mills
P.O. Box 166
Halstead, KS 67056
316-835-3650 or 316-835-3307
Email: swpn@sbcglobal.net
Website: http://www.shortwing.org
Dues: $30/yr. US & Canada; $40 Foreign
Publication : Short Wing Piper News - Bi
monthly

Brodhead Pietenpol Association

Supercub.org

Doc Mosher
P.O. Box 3501
Oshkosh , WI 54903
920-886-3575
Email: BPAN@tds.net
Website: http://www.pietenpol.org
Dues: $16/ yr.
Publication: Quarterly

Steve & Dana Johnson

P.O. Box 901465
Kansas City, MO 64190
816-741-1486
Email: sjdj@supercub.org
Website: www.supercub.org
Dues: Donations
Publication: Online discussion forum

Cub Club
Steve Krog
1002 Heather Lane
Hartford, WI 53027
262-966-7627
Fax: 262-966-9627
Email: sskrog@aol.com
Website : www.cubclub.org
Dues: $30 USD - US/ Canada, $35
Foreign
Publication : Cub Clues 6/yr.

Porterfield Airplane Club

Piper Apache Club

John R. Hodges
11298 Twin Spires Dr
Flint, TX 75762
903-894-8993
Email: editor@ryanclub.org
Website: www.ryanc/ub.org
Dues: $15 electronic subscription, $20
print (U .S.); $25 print (International)
Publication: Quarterly

28

JANUARY 2007

Lisa Sergent, Secretary/Treasurer

7100 Christy Creek
Morehead, KY 40351
606-780-0196
Email: sec.treas@126association.org
Website: www.126association.org
Dues: $15/yr. Regular; $25/ yr.
Sustaining; $300 life membersh ip
Publication: Bi-monthly

Stearman Restorers Association

Raleigh Morrow
P.O. Box 2678
Lodi, CA 95241
209-482-7754
Fax: 209-367-9390
Email: Navionl@inreach.com
Website: http://www.navionskies.com
Dues: $45/yr.
Publication: Navion Skies/American
Navioneer

John Lumley
6778 Skyline Drive
Delray Beach , FL 33446
561-499-1115
Fax: 561-495-7311
Email : captainapache@aol.com
Website: www.piperapacheclub.com
Dues: $36/ yr

1-26 Association (Schweizer)

Chuck Lebrecht
91 Hickory Loop
Ocala, FL 34472
352-687-4859
Dues: $5/yr.
Publication : Quarterly

International Ryan Club

Jack Davis
7000 Merrill Ave.
Box 90
Chino Airport
Chino, CA 91710
626-792-0638
Email: davco@stearman.net
Website: www.stearman.net
Dues: $35/yr. US, $45 Overseas
Publication: Stearman Flying Wire,
Quarterly

International Stinson Club

Anthony L. Wright
2264 Los Robles Road
Meadow Vista , CA 95722
530-878-6996
Email: stinson2@juno.com
Website: www.stinsonclub.org
Dues: $30/yr.
Publication : Monthly

National Stinson Club

George Alleman
1229 Rising Hill Road West
Placerville, CA 95667
530-622-4004 voice & fax
Email: nscgeorge@internet49.com
Dues: $20 US & Canada; $25 Foreign
Publication : Stinson Plane Talk, 4/ yr.

Swift Museum Foundation, Inc.

(Swift Association)

Charlie Nelson

P.O . Box 644

Athens , TN 37303
Headquarters: 423-745-9547
Parts Department: 423-744-9696
Fax: 423-745-9869
Email toCharlie:swiftlychs@aol.com;
Email secretary:swiftlypam@aol.com
Website: www.swiftparts.com
Dues: $35/ yr.
Publication: Monthly

West Coast Swift Wing

Gerry or Carol Hampton
3195 Bonanza Dr
Cameron Park, CA 95682
530-676-7755
Fax: 530-676-7755
Email: av8rgnh@sbcglobal.net
Dues: $15/yr. Mail or $5/yr email
Publication: Monthly

Taylorcraft Foundation, Inc.

Western Waco Association

Forrest A. Barber, President

13820 Union Ave. NE
Alliance, OH 44601
330-823-1168
Fax: 330-823-1138
Email: fbarber@alliancelink.com
Website : www.taylorcraft.org
Dues: $15/yr.
Publication: Three times per year in 2007

Les Whittlesey
16 Oak Canyon Trl
Coto De Caza, CA 92679
949-789-4555 E14
Fax : 949-789-4556
Email: Whittlesey4@cox.net
Dues: USPS $20, Email $10
Publication: Quarterly

Taylorcraft Owners Club

Bruce Bixler, President
12809 Green Bower Rd. NE
Alliance, OH 44601
330-823-9748
Email: tocprez@yahoo.com
Website: www.taylorcraft.org
Dues: $15/ yr.
Publication : 3/yr.

Virginia/Carolinas Taylorcraft
Owner's Club (VCTOC)
Tom Pittman
116 Winston PI
Appomattox, VA 24522
434-352-5128
Email : vctoc6@juno.com
Website: www.vctoc.org/
Dues: One time fee of $10
Publication : Occasional

Travel Air Restorer's Association

(TARA)
Jerry Impellezzeri
4925 Wilma Way
SanJose,CA 95124
408-356-3407
Email : clear_prop2003@yahoo.com
Website: www.travelair.org
Dues: $15/calendar year
Publication: Travel air Log, Quarterly

American Waco Club

Phil Coulson
28415 Springbrook Dr.
Lawton , MI 49065
269-624-6490
Email: rcoulson516@cs.com
Website: www.americanwacoclub.com
Dues: $35 US, $45 Foreign
Publication : Bi-monthly

National Waco Club

Andy Heins
50 La Belle St.
Dayton , OH 45403
937-313-5931
Email: wacoaso@aol.com
Website: www.nationalwacoclub .com
Dues: $20/ yr.
Publication : Waco Pilot, Bi-monthly

M U LTIP LEA IRe RAFT

ORGANIZATIONS
Florida Antique Biplane
Association, Inc.
Larry Robinson
10906 Denoeu Road
Boynton Beach, FL 33437
561-732-3250
Email: BeyeView@aol.com
Dues: $48/yr.
Publication: Monthly, The Flying Wire

National Biplane Association

Charles W. Harris
P.O . Box 470350
Tulsa , OK 74147-0350
918-665-0755
Fax: 918-665-0039
Email: cwh@hvsu.com
Website: www.nationalbiplaneassn.org;
www.biplaneexpo.com
Dues: $25 individual; $40 family; add
$10 foreign
Publication: Bi-Annual

North American Trainer

Association (T6, T28, NA64,
NA50, P51, B25)
Kathy & Stoney Stonich
25801 NE Hinness Road
Brush Prairie, WA 98606
360-256-0066 or 360-896-5398
Email: natrainer@aol.com
Website: www.NorthAmericanTrainer.org
Dues: $45 US & Canada; $55 Foreign
Publication: Quarterly, " NATA Skylines "

American Aviation Historical

Society
Bruce Cunningham
2333 Otis Street
Santa Ana , CA 92704
714-549-4818
Email: pres@aahs-online.org
Website: www.aahs-online.org
Dues: $39/yr. US
Publication: Quarterly

Cross & Cockade

Bob Sheldon , Secretary
14329 S. Calhoun Ave
Burnham, IL 60633
708-862-1014
Dues: $15/ yr.
Publication: Bi-monthly

Eastern Reg. U.S. Air RaCing

Association
Jack Dianiska, President
26726 Henry Road
Bay Village, OH 44140
440-871-3781

International Flying Farmers

Kathy Marsh
P.O . Box 9124
Wichita , KS 67277-0124
316-943-4234
Fax: 800-266-5415
Email: Support@flyingfarmers.org
Website : www.flyingfarmers.org
Dues: $25/ yr.
Publication: 6/ yr.

United Flying Octogenarians

Herbert Sloane
P.O. Box 11114
Montgomery, AL 36111-0114
334-832-2413
Email : pilotherb@yahoo.com
Website: unitedflyingoctogenarians.org
Dues: $12/ yr.
Publication : UFO newsletter (bi-monthly)

Taildragger Club

International Deaf Pilots

Association

Asa Dean
16216 N 34th Way
Phoenix, AZ 85032-3119
602-622-8335
Email: asa@taildraggerclub.org
Website: www.taildraggerclub.org/ tdc

Jeff Willoughby
13 Fox Valley Drive
O'Fallon , MO 63366
Website: www.deafpilots.com
Dues : $35/ yr, active pilots
Publication: yes

WWI Aeroplanes, Inc.

Int'l Fellowship of Flying Rotarians

Leonard Opdycke
15 Crescent Road
Poughkeepsie, NY 12601
845-473-3679
Website: www.wwlaeroplanesinc.org
Dues: $42/ yr, $47 Foreign
Publication: 2 Journals, each 4/ yr.

Tom Surowka , World Sec.jTreasurer

203A Rubens Drive
Nokomis, FL 34275-4211
941-966-6636
Fax: 941-966-9141
Email: surowka@iffr.org
Website: www.iffr.org
VINTAGE AIRPLANE

29

OX-5 Aviation Pioneers

Society of Air Racing Historians

Herman Schaub
168 Marion Lane
Berea, OH 44017
440-234-2301
Website: www.airrace.com
Dues: $20/yr US - $23 others
Publication: Bi-monthly

index.html

Flora Balmer
P.O. Box 7974
Pittsburgh, PA 15216
412-341-5650
Email: OX5Nationalhqs@hotmail.com
Website: http://ox5pioneers.org
Dues: $20/yr.
Publication: OX-5 News Bimonthly

Dues: $29/yr US

Publication: "Liaison Spoken Here"

Seaplane Pilots Association

International Liaison Pilot &

Aircraft Assoc.(ILPA)

Bill Stratton

16518 Ledgestone

San Antonio, TX 78232

210-490-4572

Fax: 210-490-4572

Website: www.centercomp.com/ILPA/

International Wheelchair Aviators

P.O. Box 2799
Big Bear City, CA 92314
909-585-9663
Fax: 909-585-7156
Email: iwaviators@aol.com
Website: www.wheelchairaviators.org

Dr. James F. McManus

4315 Highland Park Blvd, Suite C
Lakeland, FL 33813
863-701-7979
Fax: 863-701-7588
Email: spa@seaplanes.org
Website: www.seaplanes.org
Dues: $45/yr.
Publication: Bi-monthly

Lake Amphibian Flyers Club

Marc Rodstein
7188 Mandarin Dr.
Boca Raton, FL 33433
561-483-6541
Fax: 561-892-3128
Email: contact@lakeflyers.com
Website: www.lakeflyers.com
Dues: $59, $69 overseas
Publication: Newsletter "Lake Flyer"

National Air Racing Group

Betty Sherman
1932 Mahan Avenue
Richland, WA 99354
509-946-5690
Email: betty.sherman@verizon.net
Dues: $15 for first member in household,
$3 for each additional
Publication: Professional Airracing (4-13
times per year)

National Association of Priest

Pilots (NAPP)

Sentimental Journey to Cub

Haven, Inc.
Carmen Banfill
P.O. Box J-3
Lock Haven, PA 17745-0496
570-893-4200
Fax: 570-893-4218
Email : j3cub@kcnet.org
Website: www.sentimentaljourneyfly-in.com
Dues: $12/single, $17/family per year
Publication: Twice a year

Silver Wings Fraternity

Barbara J. Evans, Publicity Chairperson
4307 Quail Run Rd.
Danville, CA 94606-5850
925-736-1795
Fax: 925-736-1270
Email: obconsults@aol.com
Website: www.silverwings.org
Dues: Effective 01/01/2007 - $25/yr.
Publication: Slipstream, Editor - Don
Fairbanks cardinaI5@msn.com

Mel Hemann
127 Kaspend Place
Cedar Falls, IA 50613-1683
319-266-3889
Website: www.priestpilots.org
Dues: $20
Publication: " NAPP"

Ninety-Nines, Inc.
Women Pilots Organization
Elizabeth Lundin
4300 Amelia Earhart Ln.
Oklahoma City, OK 73159
405-685-7969
Fax: 405-685-7985
Email: 99s@ninety-nines.org
Website: www.ninety-nines.org
Dues: $65/yr.
Publication: Bi-monthly

Vintage Sailplane Association

Linn Buell
1709 Baron Ct.
Daytona Beach, FL 32128
Website: www.vintagesailplane.org
Dues: $20/yr.
Publication: Quarterly

Waco Historical Society, Inc.

Waco Aircraft Museum
Marla Boone, Dir. of Membership
P. O. Box 62
Troy, OH 45373-0062
937-335-WACO; 1-5 pm Sat.-Sun.
Email: msimonboone@yahoo.com
Website: wacoairmuseum.org
Dues: $20/yr.
Publication: 4/yr.

Women in Aviation, International

Dr. Peggy J. Chabrian
101 Corsair Drive
Daytona Beach, FL 32114
386-226-7996
Fax: 386-226-7998
Website: www.wai.org
Dues: $39/yr., $29 students
Publication: Bi-monthly

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BY SPARKY BARNES SARGENT

For Safety's Sake

Essentials for Safe Flying
Professional aviation author and
photographer Charles H. Stites pub
lished his first book, For Safety 's
Sake-Essentials for Safe Flying in
2006. The book is written from a pi
lot 's perspective and addresses the
familiar yet sometimes con trover-

Iowa Takes to the Air

IOWA
TAKES TO THE AIR
v..-... .,.l...

~,.".
.,-J

...,

............-~

- ..,.-

_-:....::.

Once again, author and

pilot Ann Holtgren Pel
legreno has invited readers
to accompany her vicari
ously on a historical journey,
as she did when she penned
World Flight- The Earhart Trail
about her experience flying a
Lockheed Electra around the
world in 1967 to commemorate
Amelia Earhart's last flight.

This time, via her trilogy Iowa Takes to the Air, the author en
tices readers to travel through time with her, beginning in 1845 and culminat
ing in 2003, as she guides them through a captivating history of aviation. With
the recent completion of her third volume, the author diligently encompasses
virtually all facets of Iowa's aviation in this trilogy-from mechanics and pilots
to manufacturers and historical events. Readers will become well-acquainted
with homebuilders; balloonists ; air show, glider, and mail pilots; parachutists;
and many other pioneers-both male and female . Yet there's more-the au
thor also includes numerous aspects of military, civilian, and commercial avia
tion enterprises.
Pellegreno's scope is expansive (she dedicated 35 years' research to these
volumes that span 158 years) and elucidates Iowa's significant contribution to our
nation 's aviation heritage. Best of all, readers may feel a personal connection with
these Iowans through the author's illuminating biographical sketches. Iowa Takes
to the Air has earned its place in aviation history-but not just in its namesake
state. This richly detailed trilogy belongs in any aviation history buff's collection.
Published by Aerodrome Press, the books may be ordered directly from the
author and autographed upon request. Each book is printed on quality paper
and available in hardcover with dust jacket. Volume One 1845-1918, 288 pages
with 135 photographs , $27.50 postpaid; Volume Two 1919-1941, 336 pages
with 176 photographs, $32.50 postpaid ; and Volume Three 1941-2003, 386
pages with 211 photographs, $37.50 postpaid. Make checks payable to Ann Pel
legreno. Mail to Ann Pellegreno, P.O. Box 1056, Decatur, TX 76234.

sial topic of safety awareness and

practices. Experienced pilots know
it's possible for complacency or dis
tractions to cloud their judgment
and decision-making process, some
times when they need those skills
the most. With a foreword by Rod
Machado , For Safety'S Sake brings
safety to the forefront of our minds
and openly discusses potential con
sequences resulting from unsafe
maneuvers or poor decisions. The
author shares insights and pOignant
"lessons learned " with the reader in
much the same way a close friend
would have a heart-to-heart conver
sation with another friend.
Based partially upon his popu
lar monthly column for Private Pi
lot, the author presents real-life
incidents and accidents-whether
from his own personal experiences
or via excerpts from the National
Transportation Safety Board-and
thoughtfully explores the factors
involved in each. In many of the
book's 20 chapters, the author de
scribes a scenario , analyzes what
went wrong (or sometimes right)
during those events, and then fo
cuses on the probable reasons why
the situation ended as it did.
Stites encourages pilots to be
vigilant and constantly aware of
safety-related issues and to main
tain control in adverse condi
tions-to truly be the pilot in
command, long before the aircraft
leaves the ground. Subjects include
night flying , luck versus skill, fly
ing in inclement weather, flying
with distractions in the cockpit,
and communicating with air traf
fic controllers .
Published by AviaPrints Publica
tions of C hapel Hill , North Caro
lina, the book may be ordered online
from www.Lulu.com/content/ 358794.
This softcover book is 141 pages and
costs $14.95 plus shipping.
VINTAGE AIRPLANE

31

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The Pietenpol Story

Editor's Note: Bill Sc h lapma n wrote a short review of
Chet's newest book that was published in last month's is
sue. Sparky Barnes Sargent has penned an additional review
of The Pietenpol Story th at we feel highlights the book with
a unique perspective.-HGF
Pilot, author, and longtime VAA member Chet Peek once
again conveys his passion for vintage aircraft and aviating
th rough h is seventh book, The Pietenpol Story. Peek brings
aviation pioneer Bernard Pietenpol's life and airplanes into
vivid focus, all the way from his early amateur-built aircraft
days (1922) in Cherry Grove, Minnesota, until his death
in 1984-while simultaneously framing the story within a
broader perspective of our nation 's socio-economic climate
and its corresponding effect on the aviation industry. The
author details the variety of engines that have powered Pi
etenpol aircraft (primarily the Air Camper and Sky Scout)
throughout the years, including the Gnome and Model T,
and especially the Model A and the Corvair engines.
Peek's original research for this book includes travels
to Cherry Grove, Minnesota, and Brodhead, Wisconsin,
where he gleaned a wealth of information from Pietenpol
family members and close friends, as well as knowledgeable
aficionados. The author skillfully provides enlightening
technical and historical details in an easy-to-read narrative,
enhanced no doubt by his own firsthand familiarity with
the intricacies of building an Air Camper. Yet The Pieten
pol Story is much more than a history book, for the author
neatly weaves contemporary accounts of ardent Pietenpol
enthusiasts-both national and international-into the
fabric of the long-enduring Pietenpol movement, which
continues to flourish . This book is a must-read for Pieten
pol owners and pilots, as well as those who simply love
grassroots aviating.
Published by Three Peaks Publishing in Norman, Okla
homa, the book is available from major aviation-related
booksellers . This softcover book is 125 pages long and
chock-full of intriguing black and white photographs.
It is identified as ISBN 1-886196-05-2 and costs $24.95
plus shipping.

Th e 2007 official Vintage Airplane calendar is a collection of stunning

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the f eatured planes. Each month also provides key events in aviation history,
printed on the actual date of occurrence. This 14xll-inch, full-color wall
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BY DOUG STEWART

The New York VFR corridor accident

The morning of October 11 dawned somewhat gray. It
was going to be a marginal visual flight rules (VFR) day
in the Northeast. Ceilings were forecast to be lower than
2,500 feet and visibilities less than 5 miles. Thus it was
going to be a good day for me to catch up on lots of over
due phone calls to return and e-mails to respond to, and
maybe I might even find some time to get working on the
next article for this magazine. And whereas I yearn, on
a daily basis, to get at least 1,000 feet between my buns
and the ground, if I missed the opportunity that day, it
wouldn't be the end of the world. It was hardly a great
day to view the world from aloft. It would be a day when I
could take a pass on enjoying the fantastic freedom to avi
ate, as we can only here in the United States, and put the
time to use pursuing albeit less enthralling but nonethe
less necessary activities.
Thus I was hardly prepared for the phone call I received
that afternoon. "Doug, have you heard? Someone just
crashed an airplane into an apartment building in Man
hattan." Thoughts quickly came to my mind of another
terrorist attack. Those thoughts were quickly snubbed as
the caller continued: "Yeah, it was a Cirrus. Cory Lidle,
the Yankee pitcher, and a flight instructor were flying it."
"Where did it happen?" I asked, as my mind filled with
numerous other questions.
"Well, they took off from Teterboro Airport, flew down
the Hudson , around the Statue of Liberty, and then up
the East River. Apparently they were making a ISO-degree
turn at Roosevelt Island and ran into a building just west
of the East River. Don't you advise not going up the East
River?" "Indeed I do!" I responded .
The caller was referring to a seminar that I present
on flying the New York VFR corridor. In fact I have
even produced a DVD on the subject. One of the most
emphatic pOints I make in the seminar is that I highly
discourage flying up the East River. The exclusion area
beneath the overlying class Bravo airspace has a ceil
ing of 1,100 feet and comes to a dead end just north of
Roosevelt Island, where it abuts the La Guardia Airport
surface-based airspace.
34

JANUARY 2007

If one flies up the East River, the pilot will have to make
a ISO-degree turn in a very, very narrow corridor. The
turn will tax the skills of many pilots, and the capabili
ties of most airplanes, to stay within the lateral limits of
the exclusion area. In essence, it is quite similar to flying
up a box canyon. The only difference is that the walls de
fining the sides of this canyon are not solid, that is until
you stray beyond the limits and hit a building. Lines on
a chart depicting the lateral limits of the airspace define
the canyon walls. Furthermore, this canyon has a vertical
limit as well.
"I guess we've just gotten graphiC proof of what I
have long espoused ... that the turn is virtually impos
sible to all but a few. By the way, what's the weather
like down there?" I asked. (My caller was actually call
ing from New Jersey, not far from New York City.) "Well,
the METAR at Teterboro when they departed was 1,SOO
overcast with 4 miles' visibility, but the ceilings have
been coming down all day .. . it's probably lower now. "
"What about the winds?" I asked . "They're out of the
east at about 14 knots."
So many questions flooded my mind: What were
they doing flying up the East River? Sightseeing? On a
day like this? Did they really think they could make the
turn? These were typical questions that anyone with any
amount of aviation knowledge might ask. But other, less
obvious questions sprang to mind as well. What is the
public reaction going to be to this? How are the politi
cians going to respond? How is the media going to handle
this? Does this mean that general aviation takes another
black eye in the public's perception?
Ever since September 11, general aviation has been the
whipping boy for so many diversified groups. Everyone,
from the media, through the politiCians, to the general
public, seems to forget that even though airplanes were
used to reap devastation on that infamous day, a small
general aviation airplane has never been used in any type
of terrorist attack.
Terrorists have used small pleasure boats, as in the at
tack on the USS Cole, and panel trucks, as were used both

at the World Trade Center and in Oklahoma City, yet we

don't see politicians attempting to ban boats from our riv
ers, or panel trucks from our roadways . Regardless, those
of us who fly small airplanes are all considered potential
terrorists, flying weapons of mass destruction, by the gen
erally ignorant public.
All of us who are pilots know the absurdity of this men
tality. [t is up to us to change this perception. One way
that we can change it is by flying in a manner that can
only be looked upon with respect. And sad to say, we
aren't doing a great job of it.
Every time a pilot violates special-use airspace-be it
the D.C. air defense identification zone or the tempo
rary flight restrictions established around Camp David,
Crawford, Texas; Kennebunkport, Maine; or even the lo
cal college football game-every time a person is able to
get away with going for a drunken joy ride in a stolen air
plane, and every time a pilot empties the White House,
everyone of us who derives joy in the ability to take flight
runs the risk of losing that capability.
One of the things [ stress in the seminar I present on
flying the New York VFR corridor is that there are many
people in New York City who not only feel genuinely
threatened every time an airplane flies over head, but also
angered and self-righteous. They would like nothing bet
ter than to shut all of us down. Thus it behooves every pi
lot who chooses to fly in that airspace to be on his or her
best behavior.
But you know, it applies not only to congested cit
ies like New York, Los Angeles, and Chicago, but also to
everywhere that we fly. It's true that one can often pick
out the pilots in a crowd of people as the ones who look
skyward every time an airplane flies overhead. But un
fortunately some of the heads that turn skyward are not
friends of aviation. They feel frightened and intimidated
and seek any and every chance to find a cause, a reason,
an excuse to ban us from the sky.
We are so very lucky to have the freedoms of flight that
we have in this country. But if we are to retain them, we
are going to need to do a better job of protecting those
freedoms. 50 I ask each and everyone of you to think how
your flying might impact the general public's perception
of aviation.
For example, the next time you decide to go out and
build your night proficiency, don't fly 10 takeoffs and
landings at one airport, especially if it's a nontowered air
port near a residential area. I'm sure you're going to upset
all those folks who are trying to relax in front of their tele
visions. Move around to several different airports to log
those much-needed takeoffs and landings. If you're prac
ticing your eights-on-pylons, don't fly around the same
two silos until the farmer comes out and fills your tail
with birdshot. After a few circuits, move on to a couple
of more "pylons." This not only will give you a chance to
ensure that you really understand the maneuver, but also
will keep the cows and the farmers content. It means re

sisting the urge to buzz your best buddy's house, even if

you have 3-inch tail numbers.
The list could go on and on. There are so many things
that we do in our airplanes that we consider innocuous
but that are regarded by those not enamored of aviation
as irritating, or dangerous, or threatening. Many of the
things that we do in our airplanes that put a smile on our
face might very well put a frown on the face of a ground
bound unenlightened nonpilot.
High-profile accidents and incidents, such as the Lidle
accident in New York City, definitely provide fodder for
the politicians who seek to limit, or in some cases even
ban, our aviation activities. Every time we do something
in our airplanes that disregards the thoughts or feelings
of those less tolerant of our paSSion, we add to their ar
senal of weapons to use against us. Whether we like it or
not, the day has arrived when we have to consider the
ramifications of everything we do in our airplanes. To do
otherwise might very well lead to our losing the fantastic
freedoms of flight that we are so fortunate to enjoy here
in America. And then it wouldn 't matter if there were ...
blue skies and tail winds.

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

Master Instructor, and a designated pilot examiner. He oper
ates DSFI Inc. (www.D5Flight.com). based at the Columbia
County Airport (lBl).
......

TO ORDER

1-800-843-3612

From U.s. and Canada, all others 920-426-5912

or online at http://shop.eaa.-

-=---_.

VINTAGE AIRPLANE

35

BY H.G. FRAUTSCHY

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

EAA

BOEING AERONAUTICAL LIBRARY ARCHIVES.

Send your answer to EAA, Vintage
Airplane, P.O. Box 3086, Oshkosh,
WI 54903-3086. Your answer needs
to be in no later than February 10
for inclusion in the April 2007 issue
of Vintage Airplane.
You can also send your response
via e-mail. Send your answer to
mysteryplane@eaa.org. Be sure to
include your name, city, and state
in the body of your note, and put
"(Month) Mystery Plane" in the
subject line.

OCTOBER'S MYSTERY ANSWER

See December 2006 magazine
r"~~".1!!
for October's answer

The December column is a classic ex

ample of what can happen when you're
working on two issues at the same time.
The answers that should have been
published in this month's column were
published last month! Please refer back
to the December 2006 issue for the text
that belongs with the Fokker Universal,
our October Mystery Plane.
My apologies; here's the correct text
for the September Mystery Plane, the
Commercial C-l Sunbeam.
From Jack Erickson, State College,
Pennsylvania:
The following information comes
36

JANUARY 2007

SEPTEMBER'S MYSTERY ANSWER

from Aerofiles.com and Joe Juptner's

book, T-Hangar Tales, pages 81-82.
The September 2006 Mystery Plane
is the Commercial Sunbeam C
1. The aircraft as shown was built in
1929 as c/n 1 and was registered as
X137E. Versions of your photo shown
in the references give the aircraft name
and registration. It was a six-place (two
in the open cockpit and four in the
cabin) commercial aircraft. The engine
in c/n 1 was a 220-hp Wright J-S nine
cylinder radial.
The manufacturer was Commercial
Aircraft Corporation located at the Los
Angeles Metropolitan Airport in Van

Nuys, California (the firm was later in

Portland, Oregon) . No approved type
certificate was issued for the Commer
cial C-l. Aerofiles notes that in 1931
the design was owned by American
Sunbeam Aircraft Ltd. of Santa Monica,
California. This firm built some later air
craft of quite different design.
A few more Commercial C-1 aircraft
were built, including c/n 4, registered
XS64M with a 300-hp WrightJ-6-9 nine
cylinder engine. This latter aircraft was
used in a 1929 endurance flight by Ms.
"Bobbi" Trout and Ms. Elinor Smith and
in a 1931 endurance flight by Ms. Trout
and Ms. Edna Mae Cooper.

From Noel Allard, Menahga, Min

nesota:
There is an interesting story con
cerning the Sunbeam that harkens to
the time when long-duration nonstop
flights were the rage. Two young ladies,
Bobbi Trout and Elinor Smith to be ex
act, planned and carried out an endur
ance flight of 45 hours, then a record.
With its J-6-9-300 Wright engine, the
Sunbeam's cabin was stripped, crammed
with fuel tanks, then taken aloft for the
endurance flight. Sponsors were Kendall
Oil providing the oil and Richfield Oil
providing the gas. At the 36-hour mark,
Trout and Smith carried out their first
aerial refueling by hooking up to a dan
gling hose dropped from a battered old
Curtiss Carrier Pigeon. The Pigeon's en
gine conked out during the operation
and couldn't be repaired before the Sun
beam ran out of fuel. Elinor Smith made
an incredible dead-stick night landing to
end the flight, well short of the planned
168-hour goal. The plane never made
headlines again.
From Doug Rounds, Zebulon, Geor

gia, we have the following text and

specifications from Jane's All the World's
Aircraft:
The C-1"SVNBEAM" BIPLANE
Type-Six seat commercial cabin bi
plane.
Wings-Equal-wing staggered sin
gle-bay biplane. Centre section carried
above fuselage on splayed-out struts,
with one pair of parallel interplane
struts on either side of fuselage. Wing
structure consists of two wooden spars,
metal Warren-truss ribs and compres
sion members and duralumin leading
edge, the whole being covered in fabric.
Ailerons on all four wings.
Fuselage-Rectangular-welded steel
tube structure of Warren-truss type, cov
ered with fabric.
Tail Unit-Normal monoplane type.
Welded steel-tube framework, covered
with fabric. Balanced rudder. Adjustable
fin and tail plane.
Undercarriage-Divided type, with
oleo shock-absorber legs. Steerable tail
skid, with rubber-disc springing.
Powerplant-One 300-hp Wright

Whirlwind 0-6) nine-cylinder radial air

cooled engine. Fuel carried in two wing
and one fuselage tanks. Total capacity
125 U.S. gallons.
Accommodation-Behind fireproof
bulkhead and under centre-section is
cabin, with accommodations for four
passengers in removable wicker chairs.
Behind cabin is open pilot's cockpit for
two, with side-by-side seating and com
plete dual controls.
DimenSions-Span 34 ft. 6 in.
(10.52 m.)
Weight and Loadings-Weight
loaded 3,910 lbs. (1,775 kg.) Wing load
ing 1O.25Ibs./sq. ft. (50 kg./sq. m.) Power
loading 12.3 lbs./h .p . (5.56 kg./h.p.)
Performance-Maximum speed 125
m.p.h. (201 km.h.) Landing speed 45
m.p.h. (72 km.h) Initial rate of climb
743 ft./min. (236 m./min.) Service ceil
ing 13,000 ft. (3,960 m.)
Correct answers were received
from Wayne Van Valkenburgh, Jasper,
Georgia; Wayne Muxlow, Minneapo
lis, Minnesota; and Dave Stott, Mon
roe, Connecticut.
.......

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VINTAGE AIRPLANE

37

NOMINATIONS FOR EAA DIRECTORS

Pursuant to the Amended and

Restated Articles and Bylaws of
Experimental Aircraft Association,
Inc., the President has designated
six (5) members of th e Association
to act as the Nominating Committee
to receive nominations for Class I
Directors. The Comm ittee includes:
Ron Scott , Chairman, N8708 Sky
Lane, Rt. 1 , East Troy, WI 53120 ;
Zonnie Fritsche, W6305 Peninsula
Court, Neshkoro, WI 54960; Robert
D. Lumley , 1265 S 124th Street ,
Brookfield, WI 53005 ; Cody Welch ,
8529 Pineview Lake Dr, Linden, MI
48451; and Harry Zeisloft , 2787
Leisure World, Mesa, AZ. 85206.
By this notice, nominations are
hereby solicited for the nine (9) Class
I Director positions to be filled at the
2007 Annual Membership Meeting.
Nominations for these positions
shall be made on official nomination

forms that may be obtained by mail

(at Experimental Aircraft Association ,
Inc., c/ o Tom Poberezny, P.O. Box
3086, Oshkosh, WI 54903-3086) or
bye-mai l Ureader@eaa.orgj.
The nominat ion pet ition shall
include a recent 3x5 photo or full
resolution two megapixel (300 DPI)
photo of the candidate and shall
contain a brief resume of his or
her background and experience.
Candidates must be current
EAA members. Each petition shall
require the signatures of at least
twenty-five (25) EAA members, along
with such members' EAA numbers
and membership expiration dates .
Nomination petitions shall be
submitted to the Chairman of the
Nominating Committee , Ron Scott,
c/ o EAA Headquarters, P.O. Box
3086, Oshkosh, WI 54903-3086 ,
no later than February 27, 2007.

2007 MAJOR

The Nominating Committee shall

verify the signatures included on all
nomination petitions.
If insuffic i ent nominations
are received , the Governance
Committee of the Association Board
of Directors shall make additional
nominations of its own.
The Annual Business Meeting
will be held during EAA AirVentu re
Oshkosh , which is scheduled for
July 23 through July 29, 2007. The
Business Meeting will be held at
the Theater in the Woods at 10:00
a . m. CDT on Saturday, July 28,
2007 at Wittman Airport, Oshkosh,
Wisconsin. Voting i nstructions
and procedures will be published
in a forthcoming issue of SPORT
AVIATION and SPORT PILOT.
Alan Shackleton
Secretary
Experimental Aircraft Assoc., Inc.

FLy-INS

For details on EM Chapter flY'ins and other local aviation events, visit www.eaa.orgjevents
U.S. Sport Aviation Expo

Sebring Regional Airport, Sebring, FL

January 11-14, 2007

www.Sport-Aviation-Expo.com

EAA AirVenture Oshkosh

Wittman Regional Airport (OSH), Oshkosh, WI
July 23-29, 2007
www.AirVenture.org

Sun 'n Fun Ay-In

Lakeland Linder Regional Airport (LAL), Lake
land, FL
April 17-23, 2007
www.Sun-N-Fun.org

EAA MId-Eastern Regional Ay-In

Marion Municipal Airport (MNN), Marion, OH
August 25-26, 2007
http://MERA.info

EAA Southwest Regional-The Texas Ay-In

Hondo Municipal Airport (HDO), Hondo, TX
June 1-2, 2007
www.SWRFI.org
Golden West EAA Regional Ay-In

Yuba County Airport (MYV), Marysville, CA

June 8-10, 2007

www.GoldenWestAyln.org
Rocky Mountain EAA Regional Ay-In

Front Range Airport (FTG), Watkins, CO

June 23-24, 2007

www.RMRA.org
Arlington EAA Ay-In
Arlington Municipal Airport (AWO), Arlington, WA
July 11-15, 2007
www.NWEAA.org
38

J ANUARY 2007

Virginia Regional EAA Ay-In

Dinwiddie County Airport (PTB), Petersburg, VA
October 6-7 , 2007
www. VAEAA.org
EAA Southeast Regional Ay-In
Middleton Field Airport (GZH), Evergreen, AL
October 12-14, 2007
www.SERA.org
Copperstate Regional EAA Ay-In
Casa Grande (Arizona) Municipal Airport (CGZ)
October 25-28, 2007
www.copperstate.org

T h e fo ll ow ing li s t of com ing eve nts is

furnished to ollr readers as a matter of infor
mation only and does not constitute approval,
sponsorship, involvem ent, control, or direc
tion ofany event (fl y-in, seminars, fly market,
etc.) listed. To subm it an event, send the in
fo rmation via mail to: Vintage Airplane, P.O.
Box 3086, Os hkos h, WI 5 4903 -3086 . Or
e-mail the in fo rmation to: v intageai rcraft@
eaa.arg. In form ation should be received four
m onths prior to the event date.

AUGUST S-Queen City, MO-Applegate

Airport (15MO). 20th Annual
Watermelon Fly-In & BBQ. 2pm 'til dark.
Come and see grass roots aviation at
it's best. Info: 660-766-2644
August S-Chetek, WI-Southworth
Municipal airport (Y23). BBQ Fly-In .
10:30am Warbird displays, antique and
unique airplanes, antique & collector
car displays , and raffles for airplane
rides . Procedes will be given to local
charities. Info: Chuck Harrison - Office
715-924-4501 , Cell 715-456-8415,
fixdent@chibardun.net; Tim Knutson
- Home 715-237-2477 , Cell 651-308
2839 , n3nknut@citizens-tel.net

Flight Control Cables

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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

q 111

Each Cable is Proof Load Tested

and Prestretched for Stability

*Quick D elivery
*Reasonable Prices
* Certification to MIL-T-611 7
& MIL-C-5688A

*1 / 16" to 1/ 4"

*Certified Bulk Cable and

Fittings are Available

"'--McFarlane
McFarlane Aviation Products

card, card number, and expiration date. Make checks payable to EAA.

McFarlane Aviation, Inc.

Address advertising correspondence to EAA Publications Classified Ad

696 E. 1700 Road

Baldwin City, KS 66006

800-544-8594

Fax 785-594-3922

Manager, P.O. Box 3086, Oshkosh, WI 54903-3086

Airplane T-Shirts
150 Different Airplanes Available
WE PROBABLY HAVE
YOUR AIRPLANE!
www.airplanetshirts.com
1-800-645-7739
Flying wires available. 1994 pricing.
Visit www.flyingwires.com or call
800-517-9278.
THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com
A Website with the Pilot in Mind
(and those who love airplanes)
Warner engines. Two 165s, one fresh
O.H., one low time on Fairchild 24
mount with all accessories . Also
Helton Lark and Aeronca C-3 project.
Find my name and address in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.
A&P I.A.: Annual, 100 hr. inspections.

Wayne Forshey 740-472-1481

Ohio - statewide.

CUSTOM PRINTED T-SHIRTS for your

flying club, flight shop, museum. Free
samples. Call 1-800-645-7739 or 1
828-654-9711

www.aircraftnotes.com: Aircraft
reviews, comments, & ideas
BABBITT BEARING SERVICE
- rod bear ings , main bearings ,
bushings , master rods , valves ,
piston rings. Call us Toll Free 1-800
233-6934, e-mail ramremfg @aol.
com Website www.ramengine.com
VINTAGE ENGINE MACHINE WORKS,
N. 604 FREYA ST., SPOKANE, WA
99202
LET BRENCO HELP YOU GET YOUR
IA CERTIFICATE-Brenco has a
25 year history of training A&P's to
obtain their Inspection Authorization.
Courses are offered every year in
Battle Creek MI, Columbus OH ,
Kenosha WI and Rockford IL. Call
1-800-584-1392 for additional
information
TIME FOR YOUR MEDICAL?

Blood sugar, cholesterol,

triglycerides, blood pressure issues?

E-mail or write me and I'll send you

my lab results (before & after)

and tell you how I got MY medical.

Richard Denison

104 Teche St.

New Iberia, La 70560

cyc/opsphoto@cox.net
(337)365-5621

www.mcfarlaneaviation.com

sales@ mcfarlaneaviation.com

691

VIs.f

Iliill

Flight Comes

~ALIVE!~

View more than 170 airplanes

and 20,000 historic aviation
artifacts at one of the finest
aviation museums in the world.

Members get in FREE!

www.airventuremuseum.org
Phone: (920) 426-4818

Email: museum@eaa.org

/\1 RVENTURE
MUSEUM

~
VINTAGE AIRPLANE

39

Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND

ASSOCIATION
THE EAA VINTAGE AIRCRAFT ASSOCIATION
OFFICERS
Vice-President

President
Geoff Robison
152 1 E. MacGregor Dr.

George Daubner

260-493-4724

2448 Lough Lane

Hartfo rd , WI 53027
262-673-5885

clzie{702S@aoi.com

vaaf1yboyC..m,ns/l.cOIlI

New Haven, IN 4677 4

Treasurer

Secreta ry
Steve Nesse

Cha rles W. Harris

2009 Highland Ave.

Albe rt Lea, MN 56007
507-373-1674

72 15 East 46t h 51.

Tulsa, OK 74 147

9 18-622-8400

shles@'deskmeriia .col1l

cwh@h vsu.com

DIRECTORS
Steve Bender

Jeannie Hill

85 Brush Hill Road

Sh erbo rn , MA 01770
508-653 -7557

P.O. Box 328

Harvard, I L 60033-0328

815-943-7205

sst 100comcast. ll et

dinghao@owc. lIet

David Bennett
375 Killdeer Ct

Espie "Butch" Joyce

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

Li n coln, CA 95648
916-645-8370
antiqller@;tlreacl1.cotll

wiudsock@aoi. (O lll

Jo hn Berendt

Steve Krog

7645 Echo J'oi nt Rd .

Canno n Falls, MN 55009
507-263-24 14

1002 Heat h er Ln .

1IIjb{chld@rcOflnect.co11l

Hartfo rd , WI 53027
262-966-7627
sskrog@nol.(oHl

Dave Clark

Robert D. "Bob" Lumley

635 Vestal Lane

Plainfield, IN 46168
317 -839-4500

1265 South 124th St.

Brookfi eld, WI 53005
262-782-2633
IlImper@execpc.COtII

dawcpd@iquest.l1et
Joh n S. Copel and

Gene Morris

1A Deacon Street

5936 Steve Cou rt

Roa n oke, TX 76262
8 17-491-9110
gel lemorris@'clwrtc' r.llt't

Northborough, MA 0 1532
508-393-4775
copeialull @jllno.com

Phil Coulson
284) 5 Springbrook Dr.
Lawton , MI 49065
269-62 4-6490
rcollisoI1516@cs.com

Da le A. Gustafson
7724 Sh ady Hill s Dr.
IndianapOli s, IN 46278
3 17 -293-4430
daie(aYL-@m5l1.co m

Dean Richardson
1429 Kings Lynn Rd
Stoughton, W I 53589
608-877 -8485
dar@apr;/a ire.(o1ll
S.H. "Wes" Schmid
2359 Lefeber Ave nue

Wauwatosa, WI53213
414- 77 1- 1545
shsc/lmid@m i/ wpc.com

DIRECTORS

EMERITUS

Gene Chase
2 159 Ca rlton Rd.
Os hkosh , W I 54904
920-23 1-5002
GRCHA @charter.flet

E.E. " Buck " Hilbert

8102 Leech Rd .
Union, IL 60180
815-923-4591
bllck7ac@ciis.f1et

Ronald C. Fritz
1540 1 Sparta Ave.
Kent City, MI 49 330
6 16-678-5012
rFritz@patilwaYllet.com

Directory

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

Phone (920) 426-4800

Fax (920) 426-4873

Web Si tes: www.vintagea ircraft.org, www.airventure_org, www.eaa.org/memberbenefits

E-Mail: vintageaircraft@eaa.org
Flying Start Program . .... .... ... 920-426-6847
EAA and Division Membership Services
800-843-3612 ............. FAX 920-426-6761
Library Services/Research ........ 920-426-4848
Medical Questions .. . ...... _.... 920-426-6112
(8:00 AM-7:00 PM
Monday-Friday CST)
. New/renew memberships: EAA, Divisions
Technical Counselors ..... __ .... 920-426-6864
(Vintage Aircraft Association, lAC, Warbirds),
Young Eagles ........... ___ .. .. 877-806-8902
Nationa l Association of Flight Instructors
Benefits
(NAFI)
AUA Vintage Insurance Plan ..... 800-727-3823
Address changes
EAA Aircraft Insurance Plan ..... 866-647-4322
Merchandise sales

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

. Gift memberships

Death Insurance (Harvey Watt & Company)

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

. _. . .. . . . ...... .. .. .. .. . .. 877-GAI-ERAC
Auto Fuel STCs .. .............. 920-426-4843

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

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

Vintage . ..... .... .... ..... FAX 920-426-6865

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

Submitting article/photo
Education......... ..... . . ..... 888-322-3229

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

MEMBERSHIP INFORMATION

EAA

lAC

Membersh ip in the Experimental Aircraft

Association, Inc. is $40 for one yea r, includ
ing 12 issues of SPOR T AVIATION_ Family
membership is an additional $10 annually_
Junior Membersh ip (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add $16 fo r
Foreign Postage_)

C u rrent EAA members may join the

International Aerobatic Club, Inc. Divi
sion and receive SPORT AEROBATICS
magaZine for an additional $45 per year.
EAA Membership, SPOR T AER OBAT
I CS magazine and one year membership
in the lAC Division is available for $55
per year (SP OR T AVIATIO N magaZine
not included) . (Add $18 for Foreign
Postage.)

EAA SPORT PILOT

Cur ren t EAA members may add EAA
SPORT PILOT magazine for an additional
$20 per year_
EAA Membership and EAA SPO R T
PILOT magazine is available for $40 per
year (SPOR T AVIA TION magazine not in
cluded). (Add $16 for Foreign Postage_)

VINTAGE AIRCRAFf ASSOCIATION

Cur rent EAA members may join the
Vintage Aircraft Association and receive
VINTAGE AIRPLANE magazine for an ad
ditional $36 per year_
EAA Membership, VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage.)

WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional $45
per year.
EAA Membership, WARB IRDS maga
zine and one year membership in th e
Warbirds Division is available for $55 per
year (SPOR T AVIATION magazine not in
cluded)_ (Add $7 for Foreign Postage.)

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

Membership dues to EM and its divisions are not tax deductible as charitable contributions
Copyrighl 2006 by lhe EM Vinlage Aircrah Association , All righls reserved.
VINTAGE AIRPlANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircrah Association 01 the Experimental Aircrah Association and is published monlhly at EM Avia

tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh. Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year lor EM members and $46 for non-EM members. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vinlage Airplane.
PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Relurn undeliverable Canadian addresses to Wodd Dislribution Services. Station A. PO Box 54, Windsor, ON N9A 6J5, e-mail: cpcrelums@Wdsmail.com. FOR
EIGN AND APO ADDRESSES - Please allow at least two monlhs lor delivery of VINTAGE AIRPLANE to loreign and APO addresses via surlace mail. ADVERTISING - Vinlage Aircrah 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: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the conlribular. No remuneration is made. Material should be sent 10: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.

EAA and EAA SPORT AVIAnON, the EAA Logo and Aeronautica are registered trademarks, trademarks , and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the pennission of the Experimental Aircraft Association, Inc. is strictly prohibited.

40

JANUARY 2007