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A i r Ve n t u r e O s h kosh 2010 was an
amazing event.
Amazing in so many ways that its
challenging for me to put it all in
words that will allow the reader to
fully comprehend what occurred
behind the scenes that allowed us
to meet all of the challenges put before us.
The leadership is the place to
start this dissertation. EAA, as many
of you know, has a leadership team
made up of key staff personnel, including the president and many
others. The primary challenge this
team faced in the days leading
up to the event was the weather,
and the unprecedented wet conditions of the convention grounds.
It quickly became apparent to me
that this team was, and continually
stayed, focused on the needs of the
membership and all of the potential attendees of AirVenture. I never
observed any decision-making that
wasnt focused on what was best for
the members. At every turn, the organization bit the bullet and made
the right decisions.
This is what really made the event
the success we were all attempting to obtain, and it all worked out
extremely well. So, my personal
congratulations go out to Tom Poberezny and EAAs A-Team for
your amazing leadership in guiding
the organization through what we
all observed as being the most challenging AirVenture in our history.
I would be much remiss here if I
didnt also mention that the entire
staff of the EAA played a giant part
in the success of the event this year.
I personally observed an intense de-


sire by the staff to engage and be

a real part of the reactionary force
and see this thing through to the
end. Every one of these individuals
seemed to step up and play a key
role in the execution of the plans
that leadership placed on the table
before them. So, many thanks to
you as well. In my book, you folks
walk on water.

I never
observed any
that wasnt
focused on what
was best for
the members.
The Vintage Aircraft Association
volunteers are not only amazing,
but also a resilient bunch of dedicated individuals. We again experienced an unbelievable increase
in the roster of Vintage volunteers
during the 2010 event. Last year we
finished the convention with just
more than 500 volunteers; this year
we saw an increase of 20 percent in
personnel signing up to volunteer
in our area.
I really attribute this phenomenon to those members who dont
normally volunteer with us every
year who observed the challenges
we were facing when they arrived
on the grounds, and I believe a good
number of them made a conscious

decision to engage themselves and

become a part of the force for good
that dealt with these never-beforeseen circumstances.
In the days immediately prior to
the start of AirVenture 2010, the
soggy, waterlogged grounds limited
us to about 20 percent of our Vintage aircraft parking area. When you
are confronted with such a limitation, your normal planning goes out
the window, and you come up with
a new plan, right then, right there!
On the weekend just prior to
the start we found ourselves lining each side of the Papa Taxiway
(thats the taxiway that runs parallel to the entire VAA flightline)
with vintage aircraft. This long line
of aircraft started at the south end
of Papa and extended all the way
north through most of the Homebuilt area. By parking them along
the taxiway, we could accommodate the early-bird arrivals. Then, as
the grounds improved we could fill
the Vintage camping/showplane
display area. By parking them in
sequence of arrival from south to
north, and getting each pilots local
contact information, we could accommodate them on a first-come,
first-served basis. Now its one
thing to handle all of these aircraft
upon arrival, but another to park
them all for the second time since
they arrived.
When all was said and done on
Tuesday morning, we had parked
hundreds of aircraft twice. No small
task for sure. But the really amazing
thing that was observed throughout these early days of the event
was the resilience and overall poscontinued on page 38

Vol. 38, No. 9



IFC Straight & Level
by Geoff Robison


EAA AirVenture Oshkosh Vintage Awards

The Deatons Beautiful Family Bonanza

Creating a Grand Champion, one step at a time

by Sparky Barnes Sargent


The Resurrection of Waco NC15705

An expert craftsman breathes life into a long-stored antique
by Remo Galeazzi


Light Plane Heritage

The Ludington Lizette
by Jack McRae


The Holmes Northrup Airplane

An EAA chapter president visits a sport aviation treasure
by David Nixon


The Vintage Mechanic

Assembly, rigging, control surface checks, and inspections
by Robert G. Lock


Conquer your fears

by Steve Krog, CFI


Mystery Plane
by H.G. Frautschy



The Vintage Instructor

Classified Ads

FRONT COVER: Jeff and Suzette Deaton enjoy their going places machine, a 1954 Beechcraft Bonanza. Jeff has steadily restored and upgraded the Bonanza to the point that it has
won numerous awards at fly-ins during the past few years. Read more about it in Sparky
Barnes Sargents ar ticle beginning on page 6.
BACK COVER: Jim Smith, now deceased, restored this snazzy blue Waco YQC-6, now owned
by Chris Galloway. Jimmy Rollison is the pilot in this photo taken over California by James
Dunn. Jims friend Remo Galeazzi wrote about the process of the restoration in an ar ticle
that star ts on page 16.


EAA Publisher
Director of EAA Publications
Executive Director/Editor
Production/Special Project
Copy Editor

Tom Poberezny
Mary Jones
H.G. Frautschy
Kathleen Witman
Jim Koepnick
Colleen Walsh

Publication Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Fax: 920-426-4828
Senior Business Relations Mgr, Trevor Janz
Tel: 920-426-6809
Manager/European-Asian, Willi Tacke
Phone: +49(0)1716980871 Email:
Fax: +49(0)8841 / 496012

Coordinator/Classified, Lesley Poberezny

Tel: 920-426-6563



New EAA President Rod Hightower

Above: Tom Poberezny introduces
new EAA President Rod Hightower on
opening day.
Rod HightowerEAA Lifetime
357443; a longtime EAA, Vintage
Aircraft Association, and Warbirds
of America member; pilot; aviation
enthusiast; and businessman, was
named EAAs third president on
July 23, 2010. Hightower is the first
president from outside the Poberezny family in the 57-year history
of EAA. His appointment will take
effect September 7.
Im honored to be selected as
the next leader of such a passionate group of aviation enthusiasts as
EAA members, since Ive long been
a part of the organization for more
than 20 years, Hightower said after his introduction by Tom Poberezny. There is much work ahead,
but I am eager to start.
Poberezny, who succeeded his father and EAA founder, Paul, as EAA
president in 1989, will continue an
active role as EAA chairman and
EAA AirVenture Oshkosh chairman.
Hightowers duties will include
directing EAAs day-to-day operations and member-focused programs. My training wheels are
firmly attached for a while, but


job one is for you to get to know

me and for me to get to know
you. He also said it was a priority to preserve EAAs culture and
protect the brand.
Meanwhile, Poberezny will use
his years of experience and the relationships that he has developed to
foster and grow EAAs business partnerships, philanthropy, and the organizations endowment.
Growing aviation and EAA
i s H i g h t o w e r s m a i n p r i o r i t y.
When you are exposed to aviation early in your life, there is information to suggest that youre
more than likely to stay involved
in aviation, he said. So I think
that the outreach programs, such
as the Young Eagles, the SportAir
Workshops, the Air Academy
those models that engage people
at an early agethat interest can
last a lifetime.
During more than 25 years of
business management and leadership experience, Hightower has
led domestic and international
business operations with as many
as 2,300 employees and annual
revenues of up to $470 million at
companies including Square D Corporation, York, and Public Safety
Equipment Corporation.

New EAA President Rod Hightower

spent seven years restoring his Boeing
Stearman PT-17 biplane.

A pilot and restorer

Hightower, who said, I havent
been in an airplane I didnt like,
holds a commercial certificate, and
multiengine and instrument ratings. He previously owned and flew
a Cessna P210 for businessThe
closest thing to a time machine we
know of, Hightower said.
In the late 1980s he acquired
a basket-case Boeing Stearman
PT-17 biplane, spent seven years
restoring it, and has been flying
the airplane since July 1997most
recently based out of Creve Coeur
Airport near St. Louis, Missouri.
Hightower expects to relocate the
Stearman to Oshkosh sometime in
the next year.
The project was a success thanks
in very large part to a large number
of EAA members who shared their
technical expertise, skill level, and
good old-fashioned mentoring,
Hightower said. Hes provided more
than 30 Young Eagles flights in the
Stearman and flies the airplane
about 75 hours per year.
He also serves as a director of
the National Stearman Foundation and helps organize the annual
Stearman National Fly-In in Galesburg, Illinois.

As Promised: Streamlined eAPIS

AirVenture 2010 by the Numbers

Despite torrential rains that saturated the convention grounds,
extraordinary efforts by EAA staff and volunteers allowed AirVenture 2010 to go on and draw an estimated 535,000 people and
more than 10,000 airplanes to Wittman Regional Airport.
Attendance was 7 percent below the blockbuster event in 2009,
which was expected. The weather probably contributed to the
lower attendance figure, EAA Chairman Tom Poberezny said.
More AirVenture numbers:


showplanes, including 1,106 homebuilt aircraft, 635

vintage airplanes, 374 warbirds, 115 ultralights, 120 seaplanes,

and 30 rotorcraft.

777 commercial exhibitors, up from 750 in 2009.

2,167 international visitors registered from 66 nations,


Canada (586 visitors), Australia (350), and Brazil (221) the top
three nations.


in the aircraft and drive-in area estimated at more

than 36,000.

979 media representatives from six continents.

The U.S. Customs and Border

Protection (CBP) agency followed
up quickly on a promise made by
Homeland Security Secretary Janet Napolitano during AirVenture
2010. Effective immediately, pilots
flying into or out of the United
States can access a streamlined,
user-friendly Electronic Advance
Passenger Information System (eAPIS) process.
The new eAPIS allows users to
save up to five recently submitted
manifests for a period of 30 days,
and recreational/general-aviation
users can save up to 10 manifests
indefinitely. Users can then use
previous submissions as templates
for creating new manifests and
flight routes.
This action demonstrates the
positive impact EAA and other associations have working collaboratively with government agencies
like the CBP. In fact, many of the
streamlined procedures were developed from EAA member comments
made to CBP eAPIS experts in the
Federal Pavilion during the past
two AirVentures.
If you plan to make bordercrossing flights over the next few
months, please let EAA know how
the system worked for you, and offer suggestions for making the eAPIS
system work even better. Send your
comments to

What Our
Members Are Restoring

Are you nearing completion of a restoration? Or is it done and youre busy flying
a showing it off? If so, wed like to hear from you. Send us a 4-by-6-inch print from a
source (no home printers, pleasethose prints just dont scan well) or a 4-byc
300-dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is
fine. You can burn photos to a CD, or if youre on a high-speed Internet connection, you
c e-mail them along with a text-only or Word document describing your airplane. (If your
program asks if youd like to make the photos smaller, say no.) For more tips on
photos we can publish, visit VAAs website at Check the
page for a hyperlink to Want To Send Us A Photograph?
For more information, you can also e-mail us at or call us at 9204


This list of EAA AirVenture Oshkosh 2010 award winners judged by the VAA volunteer judging corps
highlights the outstanding work done by individual craftsmen and women across the country and
abroad who took the time and made the effort to bring their aircraft to Oshkosh. Our thanks to each
of the more than 635 showplane pilots who flew their aircraft to Wittman Field for their fellow VAA
members and the public to enjoy.


Antique Grand ChampionGold Lindy

Gene Engelskirger, Hinckley, Ohio
1941 Waco UPF-7, NC32032
Antique Reserve Grand ChampionSilver Lindy
Presley Melton, North Little Rock, Arkansas
1943 Howard Aircraft DGA-15P, N9125H
Silver Age (1928-1936) ChampionBronze Lindy
H. Blazer, Leawood, Kansas
1936 Monocoupe 90A, N15429
Bronze Age (1937-1941) ChampionBronze Lindy
L.J. Nalbone, Faribault, Minnesota
1941 Waco ZPF-7, NC173E

Bronze Age (1937-1941) Outstanding Closed Cockpit

MonoplaneSmall Plaque
Steve Kretsinger, Eugene, Oregon
1937 Piper J-2, N19252
Bronze Age (1937-1941) Outstanding Closed Cockpit
BiplaneSmall Plaque
Ben Redman, Faribault, Minnesota
1940 Waco EGC-8, N2279
Bronze Age (1937-1941) Outstanding Open Cockpit Biplane
Small Plaque
William McCormick, Faribault, Minnesota
1941 Waco UPF-7, N32133


World War II Era (1942-1945) ChampionBronze Lindy

Kirk Erickson, Warroad, Minnesota
1941 Boeing B75N1, N60955

Grand ChampionGold Lindy

Ryan Johnson, Dodgeville, Wisconsin
1948 Piper PA-15, N4469H

Transport Category ChampionBronze Lindy

Pole Pass Airways, Seattle, Washington
1929 Hamilton Metalplane H47, N879H

Reserve Grand ChampionSilver Lindy

Sean Soare, Loves Park, Illinois
1946 Funk B85C, N81142

World War II Military Trainer/Liaison Aircraft Champion

Bronze Lindy
Larry Boehme, Fort Riley, Kansas
1943 Stinson V77, N9178H

Best CustomBronze Lindy

George Willford, Waterville, Ohio
1953 Cessna 170B, N3098A

Replica Aircraft ChampionBronze Lindy

Brad Poling, Jeff Paulson, Jim Teel, Scappoose, Oregon
Stinson O, NC12817
Customized Aircraft ChampionBronze Lindy
Jim Head, Galena, Ohio
1943 Boeing A75L3, N450BB

Best Custom Runner-UpLarge Plaque

Kevin Bower, Oldenburg, Indiana
1946 Aeronca 7AC, N84149
Class I (080 hp)Bronze Lindy
Timothy Cannady, Justin, Texas
1946 Aeronca 7AC, N31346

Bronze Age (1937-1941) Runner-UpLarge Plaque

Terry Chastain, Pacific, Missouri
1937 Waco YKS-7, N17457

Class II (81150 hp)Bronze Lindy

Richard Poppe, Waterloo, Iowa
1947 Cessna 140, N4062N

Replica Aircraft Runner-UpLarge Plaque

Thomas Wathen, Riverside, California
1934 Caudron C.460, N6989

Class III (151235 hp)Bronze Lindy

Gary Whittaker, Kingsport, Tennessee
1955 Beech F35, N4282B


Class IV (236up hp)Bronze Lindy

Todd Hitchcock, Star, Idaho
1949 Cessna 195, N3898V
Outstanding Aeronca ChampSmall Plaque
Danny Harris, Eddyville, Kentucky
1946 Aeronca 7AC, N450AC
Outstanding BeechSmall Plaque
Larry Leyda, Coffeyville, Kansas
1952 Beech B35, N5175C


Outstanding CustomizedBronze Lindy

Lee Hussey, Martinsville, Virginia
1964 Piper Comanche PA-24, N8455P
Class I Single Engine (0160 hp)Large Plaque
Kevin Weidner, Bunker Hill, Illinois
1959 Piper PA-22-160, N9438D
Class II Single Engine (161230 hp)Large Plaque
Rick Sullivan, El Cajon, California
1963 Piper Cherokee, N63BA

Outstanding Cessna 120/140Small Plaque

Joseph Prato, Livonia, New York
1946 Cessna 140, N76867

Class III Single Engine (231up hp)Large Plaque

Kenneth Berger, Monroe, Washington
1970 Helio H-295, N6471V

Outstanding Cessna 170/180Small Plaque

Bruce Rhymes, Susanville, California
1954 Cessna 170B, N2865C

The Dean Richardson Memorial AwardLarge Plaque

Robert Koshar, Watervliet, Michigan
1966 Cessna 172G, N3626L

Outstanding Cessna 190/195Small Plaque

Jerry Shull, Carmel Valley, California
1950 Cessna 195, N369JJ

Outstanding Beech Single Engine

Outstanding In TypeSmall Plaque
Mark Petersen, Poplar Grove, Illinois
1964 Beech S35, N8610Q

Outstanding ErcoupeSmall Plaque

S.R. Wooten, Conyers, Georgia
1946 Ercoupe 415-C, N99984

Outstanding Cessna 170/172/175

Outstanding In TypeSmall Plaque
Floyd Stallings, Vine Grove, Kentucky
1967 Cessna 172H, N8804Z

Outstanding LuscombeSmall Plaque

James M. Pratt III, Hoffman Estates, Illinois
1946 Luscombe 8A, N1318K

Outstanding Cessna 180/182/210

Outstanding In TypeSmall Plaque
Jerry Glatczak, Schofield, Wisconsin
1963 Cessna 182F, N288LT

Outstanding Piper J-3Small Plaque

Mark Hopp, Middleton, Wisconsin
1946 Piper J3C-65, N98394
Outstanding Piper OtherSmall Plaque
Alan Frazier, Grand Forks, North Dakota
1947 Piper PA-12, N775PA
Outstanding StinsonSmall Plaque
Robert Potter, Sussex, New Jersey
Stinson 108-3, N702C
standing SwiftSmall Plaque
Stephen Wilson, Granbury, Texas
1948 Temco GC-1B, N3876K
Outstanding Limited ProductionSmall Plaque
Clu Colvin, Big Cabin, Oklahoma
1947 Consolidated Vultee L-13, N2538B
PreservationSmall Plaque
John Maxfield, Northville, Michigan
1948 Funk B85C, N1654N

Outstanding Champion
Outstanding In TypeSmall Plaque
David Momquist, Tulsa, Oklahoma
1966 Champion 7GCBC, N9658S
Outstanding Mooney
Outstanding In TypeSmall Plaque
Garnet McClure, White Oak, Texas
1962 Mooney M20C, N6255U
Outstanding Piper PA-22 Tri-Pacer
Outstanding In TypeSmall Plaque
Robert Reckert, Ellington, Connecticut
1957 Piper PA-22-150, N7603D
Outstanding Piper PA-24 Comanche
Outstanding In TypeSmall Plaque
Vegas Viper, Henderson, Nevada
1964 Piper PA-24-250, N8351P
Outstanding Piper PA-28 Cherokee
Outstanding In TypeSmall Plaque
Michael Decker, Bangor, Pennsylvania
1967 Piper PA-28-180, N5200L

Custom Class A (080 hp)Small Plaque

Brett Lovett, Liberty, Missouri
1948 Piper PA-17, N4821H

Outstanding Piper PA-23 Apache-Aztec

Outstanding In TypeSmall Plaque
Arthur Rosenberg, Jenkintown, Pennsylvania
1965 Piper PA-23-250, N5930Y

Custom Class C (151235 hp)Small Plaque

Craig Ryan, Corona Del Mar, California
1952 Cessna 170B, N8250A

Outstanding Limited Production

Outstanding In TypeSmall Plaque
Brian West, Miami, Florida
1958 Douglas DC-7B, N836D

Custom Class D (236up hp)Small Plaque

Robert Kosztyo, Apalachin, New York
1950 Navion A, N5168K

Preservation Award
Outstanding In TypeSmall Plaque
Richard Jones, Mukilteo, Washington
1958 Beech J35, N8370D


The Deatons
Beautiful Family

Creating a Grand Champion, one step at a time
by Sparky Barnes Sargent


f you were at EAA AirVenture Oshkosh this past summer and ambled through the
vintage field, you may have
noticed a beautifully restored
1954 Bonanza E35 nestled next to a
friendly bivouac of enthusiastic aviators. Owners Jeff and Suzette Deaton kept N3214Cs cowling and door
propped open so that passersby felt
welcome to peer inside the immaculate engine room and plush, wellappointed cabin. After all, N3214C
is a two-time Grand Champion
winner at national fly-ins (see sidebar for list of awards). The Deaton
family, of Morehead City in coastal
North Carolina, are frequent fliers
in their Bonanza, and Oshkosh is
just one of their destinations.
As a youngster in southern Illinois, Jeff loved going over to the local airport to watch the airplanes
land. My dad worked for Ozark Air
Lines, and I was just
fascinated by airplanes,
he recalls with a smile.
I started flying with my
dad when I was 15, soloed a
Cessna 150 in my 20s, and then
joined the Marine Corps. My first of
many jobs in the Marine Corps was
a plane captain on A-4s and Harriers,
and one of my many responsibilities
was to make sure the airplane was
safe to flyso that has carried over
into my own flying during and long
after retiring from the Marine Corps.
Suzette, a reading specialist
teacher who teaches K-5 reading remediation, is a willing passenger in
the Bonanza. As for learning how to
fly, thats on my list. Right now, he
says I know just enough to be dangerous, she shares, laughing and
adding, Even though I dont fly, I
am such an aviation enthusiast, and
I support Jeff 100 percent. I dont
want to know how much it costs,
thoughwhen people ask me how
much it cost to restore it, I just say,
Beachfront property! But the airplane takes me to the beachesand
many other places!



The Bonanza has clean, sleek linesand completely restored retractable gear.

Adopting Charlie
When the Deatons adopted
N3214C in the late 1990s, they
didnt really think of it as a restoration project. It was a bit bedraggled
appearancewise, but it didnt seem
to have any visible corrosion or
major structural items that needed
repair. I went through the logbooks, so I got the general idea that
its rough-looking, but there was a
good foundation under there, recalls Jeff. The guy had flown it 12
hours in the previous six years, and
there was a lot of haggling over the
pricefinally he came down, and
I bought it. It wasnt really flyable
at the time; I couldnt get the gear
up, and the radios only worked
intermittentlyit took six weeks
just to get it safe to fly. Then after
that, as we flew it on short trips, all
the little demons and gremlins we
didnt know about started rearing
their heads.
Committed to the concept of
continually improving the airplane
as needed, Jeff diligently and carefully guided its restoration, accom-


plishing much of the work himself.

Throughout those nine years, he
continued flying the Bonanza, setting aside time primarily during
the winters to tackle those gremlins
one by one. Usually Id down the
airplane in late November, until
around April, shares Jeff. I would
spend all that time doing my major
projects and then bring it back up
and fly in the spring. And maybe
Id do one medium-size project in
the summer.
Along the way, one incidental item became the source of
N3214Cs nickname. It was a special-order prop cover with the
planes registration number. Jeff
had placed the order over the
phone, and after annunciating C,
which wasnt clearly understood,
casually stated it again as you
know, C, as in Charlie Girl. Lo
and behold, when he received the
finished cover, it had been embroidered with Charlie Girl instead
of C. Jeff removed the stitching
for Girl, but left Charlie intact,
and the name stuck.

During those nine years, the
Deatons welcomed two more into
their family. No, not airplanes, but
twin baby boys who made their
premature arrival on May 30, 2001.
Blake and Shane were born at 24
weeks, and each weighed less than
2 pounds. Since Suzette and the
babies were in a hospital nearly
two hours drive away from home,
Charlie quickly fulfilled the role of
commuter plane. Id been up at
the hospital in Greenville for three
days, and Id just gone home and
had five hours of sleep when they
called and said, We need you up
here fast. So the fastest way for me
was the Bonanza; I got up there in
about 18 minutes, but I had already
missed the birth of the babies. I
continued using the plane as a way
to go back and forth from Greenville, so I did that through the end
of September.
After both twins had made the
transition home for about a month,
Jeff and Suzette took them flying
more from necessity than a desire


to introduce them to aviation at

such a tender age. At that time,
they were having checkups at Duke
Eye Center every six months, explains Suzette. They had to have eye
exams under anesthesia, because
when babies are born at 24 weeks,
they have something called retinopathy of prematurity, where the
retina detaches. So we had all those
trips to do, which would have been
three hours away by car. Blakes retinas are fine now after surgery, but
Shane has had 11 eye operations,
and the retinas are still detached.
So he has to see a retina specialist
in Detroit once a year, and if Jeff is
not able to fly to Detroit, Miracle
Flights for Kids will fly both Shane
and I there.
In between all of the medical
appointments early on, Jeff continued to work on improving various aspects of the Bonanza, and
safety was foremost in his mind.
Now, Im not only flying my wife
in there, but also my babies, says
Jeff, so it becomes even more important to make sure its safe, and
Suzette was real good about supporting the work on Charlie.

Jeff spent numerous hours detailing the engine compartment.

Competitive Spirit
It just so happened that one afternoon in 2001 there was a fly-in
at Michael J. Smith Airport in Beaufort, where N3214C was based. Jeff,
back from a morning flight, was
persuaded to register his airplane
for judging. He did so, rather hesitantly, and went home to do some
yard work. Later that afternoon, he
and Suzette went to the airport and
discovered that their Bonanza had
been selected as Grand Champion.
Jeff, a former football player, felt
his old competitive spirit awaken.
A few months later, he flew to
another local fly-in in New Bern,
where the Bonanza won again. Inspired by these awards, Jeff asked if
the airplane might qualify to win
an award at a national fly-in. The
answer was a resounding no, but
Jeff took that as constructive criticism. I took the advice of tech
experts in the American Bonanza

Close-up view of the old towel bar antenna and stinger tail mod, which is
designed to give the plane a longer look.
Society and read the articles of others who had completed projects in
order to acquire the knowledge to
push forward on this endeavor,
says Jeff. I took two years of really fine-tuning, tweaking, building, and replacing components,
redid the interior, and just went
through the entire airplane. I took
what Beechcraft gave us and polished out some of the areas that
I thought would enhance it. I
havent [personally] done all the
work on it, but Ive been involved
in 95 percent of it. If I havent been
turning a wrench, Ive been right

there quarterbacking the situation,

or being a part of it and learning as
Ive gone along.

Mix of Original and Mods

Jeff strived to maintain the Bonanzas originality to some degree,
while incorporating functional
modifications and technological
advances. Charlie still has a Continental E225 engine, generator, its
original propeller, art deco instrument panel (repainted with new
avionics), windows, the two-piece
windshield, and its piano key
switches along the bottom panel.



This is how the landing gear looked right after Jeff adopted the Bonanza.


Now thats a clean nose gear well.

Close-up view of the new Whelen

LED strobe on the fuselage, which
draws less than an amp.

A nice and clean wheel well.

One of the first improvements he

made was the paint scheme. Suzette
wasnt fond of the original Bonanza
scheme of polished aluminum with
orange trim, so Jeff decided hed
like to paint it white with blue and
gold trim. Suzette designed the
paint scheme by looking at numerous photos of other airplanes and
then coloring in an outline of a Bonanza with color pencils representing various schemes. When they
settled upon one they really liked,
Jeff turned to Brian Strong at Blue
Sky Aviation for the initial paint job.
When it came time to revitalize the cabin interior, Jeff did the
hands-on prep work of stripping
the panel and painting the interior.
Then he turned to Dennis Wolter at
Air Mod in Batavia, Ohio. Jeff discussed several items that he wanted
to modify, including replacing the

bench seat with individually adjustable seats, to allow him more

legroom and a comfortable viewing distance from the panel while
flying instrument flight rules (IFR).
And he wanted plush, leather upholstery in the cabin, along with
shoulder harnesses for safetys sake.
I told him I wanted it to be gorgeous, says Jeff, smiling, and that
I wanted to take what Beechcraft
gave us and very tastefully complement it. He did a phenomenal job.
The old electrical wiring systemwhich had evolved over the
years into a veritable rats nest
of bad wireswas completely replaced. New avionics were installed
by Bill Betts and crew of Sparkchasers Aircraft Services Inc. of Smithfield, North Carolina (see sidebar
for equipment list), and the battery
box was moved forward of the fire-


wall to accommodate the new radios. Jeff puts his instrument rating
to good use with all of the crosscountry flying that he does, so new
avionics were important to him. I
fly hard IFR, minimum approaches,
and I work it when I fly it, he explains. It is a nice-looking plane,
but it does get flown!
Other easily visible mods include the paint scheme, stinger
tail, and V-35 ventilation system
(since N3214C is based in a hot,
humid coastal environment). MetCo-Aire Hoerner wingtips have also
been installed, along with Whelen
LED strobes. In the cockpit, the
PS Engineering 8000B audio panel
powers the certified PS Engineering PAV80 DVD system that is custom mounted in the rear headrests,
which is great on all the long trips
we make, says Jeff. We also have
a screen that deploys from the
front glove box for the front passenger. Combine that with satellite
weather and XM radio, and Charlie
is very well-equipped to also entertain its flight crew.
In 2007, Jeff tackled the landing
gear. We took the entire gear system out, replaced the struts, stripped
paint, primed, and repainted all of
the gear components and the entire
belly of the airplane, he says. In
my line of business with yacht restoration, Ive done a lot of painting
over the years, and I used a HVLP
system to paint this. Another project was doing a top overhaul on the
engine, and I literally spent years
doing an extraordinary amount of
detailing work.
Just one glance in the engine
room reveals the results of that detailingsuch as the polished baffling and firewall. The old baffling
was in pretty sad shape, so Jeff ordered a new FAA/PMA baffling kit
from Structural Repair Specialists
LLC in Minnesota and used the old
pieces as templates when it came
time to fit and trim.
Throughout those years of hard
work, Jeff remained open to suggestions about improving his Bonanza. In addition to help from his

The well-appointed cabin.

I wanted to take
what Beechcraft gave
us and very tastefully
complement it.
Jeff Deaton
type clubs technical counselors, he
also paid close attention to several
other folks who were knowledgeable about vintage aircraft. H.G.
Frautschy, Steve Bender, and the
late Dean Richardson took the time
to help meI think they saw that
I had dogged determination, and
a lot of heart, recalls Jeff. They
took the time to give me pointers
to make the plane safe and better
not just to win awards. They really
helped and encouraged meand
now its my turn to give to somebody else coming up.

Family Bonanza
Now that the twins, Blake and
Shane, are beyond the threshold

of constant medical attention, the

family flies Charlie on a regular
basis up and down the East Coast
visiting family, as well as on vacation trips to the Bahamas and to
national fly-ins. We love going
to the shows, says Jeff, smiling,
and this [aviation] fraternity that
were in is just a wonderful organization to be a part of. I cant tell
you how many people have come
up that say, I used to have one
of those when I was 19 years old,
and theyll get teary and weepy. I
think its just like opening a time
capsule for them. The thing that
makes me feel the best is that Ive
never heard somebody say, Gosh,
you really took it too far; I wish


youd kept it original.

Jeff enjoys putting Blake up in
the cockpit with me, and pointing
out things to him so hell know
the instruments. I hope Blake can
fly one day; I do try to involve
him as much as possible, because
I want him to be a part of it. After
all, Charlie isnt just an airplane to
the Deatons; its a member of their
family. This 1954 Bonanza is richly
entwined with their familys history, and because of that, N3214Cs
presentation book cant help but
resemble a family photo album.


Thanks to Charlie, 8-year-old

Blake is already enamored with flying. I want to be a pilot, he says,
and fly a warplanelike a Harrieror fly an aerobatic plane. I
like coming to Oshkosh, and this
year, I got to go in the Lancasterit
was pretty awesome! His brother,
Shane, wasnt with the family during AirVenture, and Suzette explains, He is so visually impaired
and dealing with possible autism,
its very difficultthats why he
is not able to be here at the show
with usbut he does travel with us

on many other trips that we know

he would enjoy.
Suzette emphasizes that Charlie
is a family plane. The kids go flying with us. I have parents that live
in West Virginia, so we fly there to
visit, and Jeffs mother lives in Illinois, so we fly there, too. The airplane just allows us to go places
quicker, and Shane isnt able to sit
in a car for 10 hoursso the plane
has been a lifesaver, because it allows him the comfort to get there
faster. Restoring it really has been a
labor of love, and were hoping to

N3214C Awards
Grand Champion, ContemporaryVAA Chapter 3, May 2001
Grand ChampionEAA Chapter 1171, October 2001
Best Custom Classic over 165 hpSun n Fun Fly-In at Lakeland, Florida, 2004
Best Custom ClassicBurlington VAA Chapter 3, May 2004
Outstanding BeechcraftAirVenture Oshkosh 2004
Outstanding ClassicSun n Fun 2005
Best in ShowBurlington VAA Chapter 3, May 2005
Outstanding Custom Class CAirVenture Oshkosh 2006
Best Custom ClassicSun n Fun Fly-In at Lakeland, Florida, 2006
Best Custom Classic Runner-UpAirVenture Oshkosh 2006
Grand Champion Custom ClassicSun n Fun Fly-In at Lakeland, Florida, 2007
Charles Lindbergh Award Winner Best Custom ClassicAirVenture 2007
Featured in the EAA movie Spirit of Aviation narrated by Harrison Ford2008

N3214C Equipment


pass this down to Blake one day. No

matter if we get another airplane
well always keep Charlie.
The Deatons are quite pleased
with Charlie as their family flier
it can carry 725 pounds with full
fuel (56 gallons). It cruises at 155
knots with a fuel burn of around
9.8 gph, giving it a range of four
hours and 45 minutes. Yet Charlie
is more than just a mode of quick
family transportation, an excellent
IFR-cross country machine, and an
award-winning showplane. Its also
a form of community outreach. I

PS Engineering PMA 8000B audio panel w/cell phone and MP3 interface
Garmin GNS 530W (WAAS certified)
King KX 155 including second G/S
Garmin GTX 330 transponder with traffic
S-TEC 30 autopilot with/alt and GPS
JPI EDM-700 engine monitor with fuel flow
Digital voice recorder and air traffic control playback
PS Engineering PAV80 DVD system with two DVDs mounted in rear headrest
and one deploying from glove box. AM, FM, XM, MP3, CD, DVD capable. Each
seat can have independent entertainment option
Garmin 696 hard wired to panel and 530 with XM weather, traffic, and terrain
Bose X headsets
BAS three-point harnesses for front seats
Custom glare shield with selectable red/white lighting with dimmer by Air Mod
PAI-700 vertical card compass


Suzette and Jeff Deaton with their son Blake at AirVenture.

used to fly a lot of Young Eagles,

and Ive probably flown about 500
people in Charlie. We used to have
an airport appreciation day, and Id
fly seven or eight hours, taking 50
to 60 people flying in a day.

Encircle the Family

The advantages of owning and restoring a vintage airplane and using
it as a family traveling machine are
numerous, and the Deatons both offer some suggestions about how to
accomplish that. I would say, from
my perspective, that you dont have
to start big. If you can find an airplane that has the potentialyouve
got to be willing to put in the work,
of courseyou dont have to throw
your wallet at it immediately. It is
affordable to buy an airplane, declares Suzette, adding passionately,
and I would especially encourage
someone to buy an older airplane
and restore it, because [otherwise]
these airplanes are going to end up
abandoned in a field someplace
and then the future generations are
not going to see what a 1954 airplane could look like.
I just think they built things
better back then. Technology and
avionics are better these days, but


Blake, with his autographed Team

Oracle cap perched atop his head,
shows one of his favorite toys.

I would especially encourage

someone to buy an older
airplane and restore it, because
[otherwise] these airplanes are
going to end up abandoned in a
field someplace .
Suzette Deaton
these airplanes were built with
craftsmanship and attention to detail. You cant polish plastic, but
you can make this airplane look
like a gem, if you put a lot of love
and sweat into it, explains Jeff.
You need to make sure and do
your research on what youre going
to buy, and know that you dont
have to fix it all at once. I did it as
I could afford it; I never borrowed
any money. Get your family involved; take them on a nice trip or
do something that shows useful-

ness of the airplane. If you do those

things, I think it encircles your
family in the whole process. Dont
just keep it in the hangar, where all
you see is money going out and not
much return for it. I always say its
like a bankyou get out of it what
you put into it; its a relationship
and takes a lot of love. For me, I get
out with interest. Indeed; Charlie
continually pays the Deaton family back with dividends they would
hardly have imagined the day they
first adopted it.


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The Resurrection of

An expert craftsman breathes life into a

long-stored antique



Waco NC15705


e watched the elegant blue Waco as it

taxied to the end of
the runway. The pilot
had carefully wended
his way downwind, finally turning to face the wind so that he
could perform his run-up. He saw
that the pilot was ready to move
again. As the pilot positioned the

craft on the centerline, the sun

glinted off of its beautifully proportioned surfaces. Tears welled
in his eyes as he heard the crescendo roar of the engine and saw
the craft moving with increasing
speed as the tail rose. And then,
in a final farewell, it leapt into the
air. He watched through blurred
eyes until the Waco became but

a speck in the sky, finally completely disappearing.

He walked back to the hangar
and sat in his favorite chair, contemplating the emptiness of the
place and the emptiness that he
felt within himself. Only an hour
ago, the hangar had been filled
with the stately presence of the
Custom Cabin Waco YQC-6.



The sub-panel of the instrument panel holds the instruments and the lamps used to illuminate the panel. The
beautiful burl walnut top panel is mounted on top of it
after the instruments were installed.
It had been such a great part of
his life. He had labored on it for so
many years that it was almost surreal not to see it resting where it
had always been resting for so long.
For years everyone had known that
Jim Smith was restoring a Waco up
there at the Healdsburg airport. Interested people showed up from all
over to view the excellent workmanship and marvel at the monumental task that it was for one man
to tackle such a large and complicated restoration. He thought of
how he was going to miss those
visits, the impromptu lunches, and
even the inevitable frustrations
when things didnt go right. As he
mused over all of these past experi-

ences, he began thinking of how it

all started so long ago.

Waco YQC-6, NC15705

All antique aircraft have histories
that one could write books about, and
this Waco is no exception. NC15705
was the first YQC-6 to come off the
assembly line in 1936, as proved by
the serial number on the drawings
acquired from the Smithsonian archives. And it was the only one to
have its decorative stripe done in this
particular fashion. Delivered first to
Dan Wallace, Carpinteria, California,
with the list price of $7,295 for the
airplane that year.
In 1942 after going through the
hands of several owners, it was

The wiring was installed precisely as the original was

done. Also, you can see the friction tape method used
to secure the wood stringers to the steel tube fuselage.

A set of new-old-stock flare tubes and control panel

were donated to the project by one of the Healdsburg
airport folks. Long since illegal to use, the flares were
not installed, but the tubes are one of the many original
touches added to the restoration by Jim Smith.
impressed into military service to
perform coastal patrol duties, carry
bombs on an improvised bomb
rack, and search for submarines off
the East Coast. The logbook shows
every entry while it performed
these duties. According to Navy records, it executed more missions
than any other civil aircraft.
After the war, it returned to civil
use and was eventually owned by
U.S. Air Force Maj. Joseph Rutan.
Rutan then sold the Waco in May
1959 to Robert E. and Anne B. Gardyne, which is where the story actually begins.
Bob and Anne Gardyne flew the
Waco to all of the early West Coast
fly-ins and to the early Antique

Jim Smith carefully fits one of the side panels to the

YQC-6. The firewall dishpan on the left is one large
spun piece of aluminum.


A complete new horizontal stabilizer was constructed by

Jim Smith.
Airplane Association (AAA) aviation events, becoming well-known
enough to have been pictured in
many magazines. The logs showed
that throughout the years the Waco
had many of its parts repaired or
replaced, so Bob decided that the
old trooper needed some TLC and
dismantled it in 1962, preparing it
for restoration. Not long afterward,
Anne became ill, requiring constant
care. Bob found that because of his
wifes illness and the need to care
for his four children, he could not
work full time at his engineering
job. He opted instead to do consulting work, which enabled him to
make his own hours.
In the meantime, the Waco restoration had become a low priority and was set aside. It remained
stored for several years when, tragically, Gaardynes wife passed away
and the burden of raising his family
rested fully on his shoulders. Anne
was not only Bobs beloved wife, she
was also a pilot and his flying companion. With having to cope with
his tragic loss, restoring the Waco
was no longer a primary concern.
The Waco languished for many
more years, exactly as Bob had originally stored it. Bob himself suffered
through some medical problems of
his own, fought his way through
two open-heart surgeries and eventually lost his medical certificate,
which precluded his ever flying the
Waco again. Bob later met and mar-

The Wacos intricate structure gives it great lines, but

it can intimidate even the most expert shop. Jim Smith
was able to rely on his years of expert craftsmanship to
methodically get through the restoration process.

ried a wonderful lady, Marie, who

has been his helpmate and loving
companion for more than 20 years.

Jim Smith, Restorer, Pilot

For those who have followed
sport aviation events throughout
the years, they may know of Jim
Smith. He has been written about
and mentioned in many aviationoriented periodicals. Smith is an
exacting and meticulous craftsman
who has the innate ability to figure
out and fix anything mechanical.
After eight and a half years of hard
work, he completed the finest Marquart MA-5 Charger ever built. He
took so many first places and grand
championships at West Coast fly-ins
in 1981-1982 that the other entrants
groaned when they saw him arrive.
He flew it to Oshkosh in 1982, and
the biplane was proclaimed the Custom Built Grand Champion.
Smith had flown his Charger for
several years when he started to get
the itch to start another airplane.
This time he wanted to completely
restore a 1930s vintage aircraft.
His requirements were that it had
to possess a beauty of line, be impressive in stature, have a round
engine, and be fairly unique. His
intention from the start was that
if he found one that met his criteria, he would restore it just as it had
emerged from the factory, inside
and out. This, he realized, was a set
of conditions that just might come

to naught, but he looked at ads,

followed some leads to dead ends,
until entirely by accident he heard
through the antiquers grapevine
that a certain Waco was for sale
across the bay and seemed to fit his
He contacted the owner, Bob
Gardyne, and arrangements were
made to see the Waco in El Cerrito,
where the Waco was stored. Gardyne knew of Smiths reputation.
Smith had rummaged through the
boxes and crates, to Gardynes delight, and there was a quick meeting of the minds. That was the
beginning of a long and arduous
restoration for Smith, and a long,
heartfelt friendship among Gardyne, Smith, and me.

The Wacos Restoration

The Waco, at first, seemed to be
a fairly straightforward restoration.
But as more and more fabric was removed, and the actual condition of
the airframe was revealed, it became
obvious to Smith that this was to be
a complete and total rebuild. All of
the wood on the fuselage needed to
be replaced, including fabricating a
new door, new formers and stringers,
and baggage compartment. He determined that a completely new empennage would have to be constructed,
and although the wing spars were in
good shape, all of the ribs would have
to be repaired or replaced.
An interesting event happened



when Smith began the reconstruction of the wings. He had intended

to take each panel, separately, to
his home garage so that he could
work on them at his convenience.
The lower wings on the Custom
Wacos are less than half of the area
of the upper wings, so by definition
the YQC-6 is a true sesquiplane.
He felt he would start on one
of the lower panels because they
should prove to be the easiest.
Smith completely dismantled the
first wing he chose to work on, including the rather complex metal
fittings, thinking that when he
uncovered the opposite panel he
would simply use that wing to
copy the assembly. When the first
panel was ready for the hardware,
he brought the other surface home
and removed the fabric exposing
the inner structure. His eyes almost
fell out of their sockets, for what he
saw was a totally different set of fittings, and a similar, but not matching, structure. This development
was totally unexpected, and took
some fancy sleuthing to figure out
what needed to take place.
According to the logbook, Smith
found that the left wing panel was
replaced in 1942. Evidently, while
performing its coastal patrol duties,
someone had ground-looped the
Waco, damaging the panel to the
extent that it had to be totally replaced. The only answer to the riddle of the dissimilar configuration
is that they must have taken a stan-


dard cabin Waco lower panel, shortened it, and matched it as well as
they could with the Custom wing.
When Smith placed the wings
face-to-face, they didnt even match
in planform. No doubt when both
panels were on the airplane it just
simply wasnt discernable. The airfoil on most of the ribs didnt even
match. But for all of those years
that the airplane flew since the repair, no one noticed the difference.
It must have flown quite well. This
added to the difficulty of the restoration, but now the panels are alike
in all of their curvaceous splendor.
Early on, Smith applied to the
Smithsonian Institution for copies of
the original Waco YQC-6 plans. He
was informed that years before a request had been made for the prints,
and the person handling the request
had sent the original plans instead of
copies. The prints were only returned
in part, so Smith was only able to acquire what they had on hand. Fortunately, the prints that he received
were among the most critical that he
needed, and amazingly, they bore his
Wacos serial number.
These drawings were essential because they enabled Smith to re-create
the baggage compartment exactly
to factory specs, since it had been
changed extensively throughout the
years. Being a perfectionist, Smith
pestered the Smithsonian until it
gave him the address of the company that manufactured the wiring
for its own antique restorations.

He ordered the wiring as it was

originally made for the Waco, keeping faith with his promise to make
the restoration as original as possible. He milled all of the woodwork
because all of it needed replacing.
As most antiquers know, the Waco
Custom has a wood coving over the
longerons that imparts the sensuous curvy look that is so important
to the Waco. When Smith took
his problem to several woodworking shops and learned what they
wanted per foot for the coving, he
went back to the hangar, machined
a tool, and made his own.
Smith also noticed there was
a slight sag in the coving behind
the top wing root. Every time he
walked by he made a remark about
that sag. After a few days of this, it
was inevitable that some kind of
eruption was in the offing. It came
in the form of a big swipe with a
razor blade. All of the fabric was
removed and he was soon hard at
work building a substructure under the coving where the sagging
occurred. Now, the Waco sits resplendent, its top longeron coving
curving in perfect symmetry all the
way to the wing fairing.
As an aside, it might be of interest to antique buffs to know that
the stringers of these beautiful
Wacos, as they came from the factory, were affixed to the frame with
friction tape, then shellacked. That
presented a problem because friction tape has been long gone from

hardware store shelves, and most

clerks, when asked, dont even
know what it is.
Smith had just about given up
the search when he decided to try
an old hardware store in a nearby
town. The old-timer that waited
on him said he wasnt sure about
the tape, but hed go upstairs and
take a look. When he returned he
was holding a dusty cardboard box
chock-full of rolls of friction tape,
and they appeared to be in fine
shape. Elated, Smith asked how
much. The fellow thought for a second, then just handed him the box,
saying to simply go ahead and take
it because it wouldnt sell anyway.
Another little anecdote that really boggles the mind is when Smith
began looking for a set of parachute
flares and canisters that were originally mounted on the Waco. This
was a really tough one because they
were all discarded when they became illegal to use years ago. Smith
received leads that led to all parts
of the world, making phone calls
to England, South Africa, and even
Australia, with negative results.
One day, after he resolved to proceed without the flares, Smith casually mentioned the problem with
the flares while he chatted with his
neighbor who owned the hangar
across the way. The fellow walked
away and told Smith he would return in a little while. He did indeed
return, and he carried a large carton
that he handed to Smith. Smith, not
having an inkling of what the box
contained, opened it, and stared in
disbelief. The box contained three
new flare canisters, complete with
flares and parachutes, and to top it
all off, included the red panel with
the flare controls that one would
mount on the instrument panel. Everything was in pristine condition,
just as they had been manufactured
and placed in the box all of those
many years ago. The generous donor told Smith that it would be his
donation to a perfect restoration.

Bit by Bit
The top wings were a monumen-

tal task because of their size. The fuel

tanks had to be redone, refitted, and
replumbed. The vacuum-operated
speed brakes on the lower surfaces
were remade from scratch, and the
entire operating mechanism was rebuilt. The retractable landing lights
became a problem because one of
them had a broken gear, and the
parts, originally built by Grimes,
were no longer available. Luckily, after a long search, Smith found a gear
shop that could order a stock gear
in the correct diameter with the correct type and number of teeth. But
it was too wide, so Smith machined
it to the correct width, and it now
works to perfection.
In his zeal to keep the craft as
authentic as possible, Smith even
made two new sets of rudder pedals to match the original factory
drawings. The old Johnson bar was
retained for authenticity but now
operates the parking brake. He made
a new instrument panel that was
exactly as the original drawings depicted, sent the instruments in to be
overhauled, and now each sports the
Waco logo. He felt he would be unable to do the quality of wood graining that this restoration required, so

he sent the panel and window trims

to a specialist in Washington, who
turned them into a work of art.
By tearing down the old seat fabric
layer-by-layer, he discovered the original color and material that was used
on the original interior. The seats,
side panels, and upper lining are now
in the original two-tone gray mohair,
and the result is rich and tasteful.
When one examines the cabin
area, hoping to find modern radio
and navigating equipment with
which to fly in todays environment,
one would initially be disappointed.
Upon closer examination one would
find that Smith has cleverly hidden
the radios in the upper left wing root,
a neat little door camouflaging their
existence. The antennas needed are
also hidden within the wings, so that
the Waco appears to have just rolled
off the line of a 1936-era factory. The
stabilizer is all wood, and Smith fabricated a completely new unit, using the original metal fittings. A new
vertical stabilizer was also fabricated,
including the beautiful plywood fairing that blends into the fuselage.

Metal Smithing
As one peruses a Custom Cabin

The type cer tificate number for the YQC-6 was issued
March 2, 1936, and amended to include the ZQC-6
and AQC-6. Eighty-eight of the various Jacobs-powered
C-6s were manufactured by the Waco Aircraft Company.
The specifications and per formance data for the Waco
YQC-6 is as follows.
Length overall
26 feet 8 inches
Height overall
8 feet 8 inches
Wingspan, upper
35 feet
Wingspan, lower
24 feet 6 inches
Total wing area
244 square feet
Empty weight
2,050 pounds
Gross weight
3,500 pounds
Maximum speed
159 mph
Cruising speed at 1900 rpm
140 mph
Price at the factory in 1936

Waco, it becomes apparent that every junction, save perhaps a couple,

has a beautifully formed metal fairing. This fact presented Smith with
one of the most challenging aspects
of the perfect restoration. All of the
original fairings were damaged in
one way or another. Some had been
torn, some drilled and redrilled in
an effort to keep them together,
and some bent beyond redemption.
A few, with a lot of work, could possibly be reused, but most werent
even useful as patterns.
Smith had done some metal
forming, but nothing this extensive
or exacting. His first efforts were
with the side panels directly to the
rear of the cowl. He soon found, after hours of fruitless labor, that an
English wheel was a must if he was
to finish the myriad of other fairings within the following century.
True to the Smith tradition, he
built his own English wheel, complete with the various sizes of rollers
that he anticipated needing. It looks
better than a piece of production machinery and would grace anyones
workshop. While he was at it, he
fashioned a planishing hammer and
other gadgets to hasten the work a
little. It was a tough job to form the
various fairings as they were needed,
welding the many components, and
fitting them neatly and precisely to
the airframe. Anyone examining the
finished fairings as mounted on this
Waco would find it hard to nitpick.

A little Detour
Along the Way
Since Smith was now retired, and
the Waco was shaping up well, he
decided that for a change of pace, he
would go in with a friend of his on
the restoration of a Funk Bee, especially since he was made an offer he
couldnt refuse. It was an easy task
for him, compared to the Waco, and
he was able to sail through the work
quickly, turning out a better-thannew Funk in short order.
All throughout the restoration,
Smith, who is an EAA technical advisor, was available to people needing help or advice at any time. It


was not unusual to have two or

more people drop by the hangar
daily, wanting some help in doing
this or that. Smith would patiently
describe a procedure, or follow
them to their hangars, spending
time with each, demonstrating
and advising.

Finishing the Waco

The Waco, in line with its heritage, was finished with several coats
of clear dope, carefully sanded;
many coats of aluminum dope, also
sanded; and many coats of colored
dope, again, finished to perfection.
The metal work was done in enamel.
It was determined that the Waco
came out of the factory originally
painted Insignia blue in its entirety
with a single unique stripe on the
fuselage and wheelpants (unique because it seems that it was the only
one painted in this fashion at the
factory). The stripes and numbers
on the wings and tail were, and are,
cream, with red pin striping.
Three years before completion,
after hearing complaints from other
Waco owners, Smith decided to
change the brakes and wheels from
the original systems. Airplanes in
those days were designed to fly from
big square dirt fields, the pilot always being able to point the nose
into the wind when landing or taking off. Todays narrow paved runways, sometimes crosswind, present
a different set of dynamics, so a
smooth, positive braking action is
a necessity. He therefore opted for
the supplemental type certificated
Redline hydraulic units. They were
installed in 2005 and proved later to
need but a small change to the inner
wheelpant fairings.
When the Waco was purchased
from Bob Gardyne, it came with a
couple of run-out Jacobs engines,
but Smith opted to order a new Jacobs R-755 B2 from Jacobs Engine
Service in Payson, Arizona. (Jacobs
is now owned by Pete Jones Air
Repair of Cleveland, Missouri.)
The engine, with the exception of
using modern hoses and plumbing, was installed as it was in 1936.

The propeller was sent in to be

overhauled to new condition and
boasts sparkling new Hamilton
Standard decals proudly displayed
on the blades.

Almost Done
By July 2006, after so many
years the Waco was finally nearing completion, needing only the
restoration of the wheelpants and
its attendant fairings to return the
singular beauty to its former glory.
But the restoration came to a halt
when Smith had to undergo heart
surgery. It was to be a long recuperative struggle, and with the complications of emphysema, his health
deteriorated to the point where the
completion of his precious Waco
seemed impossible.
Time passed, and his health improved so slowly that he felt the
most reasonable alternative was
to sell the project as it sat. A year
passed, and even though his health
didnt seem to be improving, the
Waco beckoned. He decided that
even though he could devote only
a short time every day to the work,
he would drive up to the hangar
and give it a try. He tackled the
wheelpants first, and when after a
great deal of effort they were done,
he started on the inner fairings,
a complicated blending of curves
that really tested his mettle. But he
did it, and after he installed the final components, he could only sit
back and marvel at the beautiful
combinations of curves that had
been bestowed on this most exquisite Waco. He had fi nally conquered it!
Because of his various health impediments, Smith realized any aspirations he might have had of flying
his Waco were also gone. The only
option was to see that it went to
someone who would truly appreciate this special airplane. Word that
the Waco might be up for sale soon
spread rapidly throughout the antique community, because Smiths
expertise was well known.
The call that he received from
continued on page 38

Light Plane Heritage

published in EAA Experimenter April 1990

The Sport Farman as flown by

Ludington Exhibition Company.



n 1926 privately owned sport

airplanes were very rare and
usually were from World War
I surplus stock of Jennys and
Standards, which were large airplanes of limited performance and
expensive to operate.
At this time there appeared an
open-cockpit side-by-side twoseater parasol monoplane with a
metal monocoque fuselage. It was
powered with a three-cylinder Anzani 35-hp engine. This was the
Ludington Lizette, designed and
built by the Ludington Exhibition


Company of Philadelphia.
The Ludington Exhibition
Company had been organized in
1922 by C. Townsend Ludington,
a 26-year-old aviation enthusiast,
and Wallace Kellett, the American representative of the French
Farman Company. In 1923 they
imported a 50-hp Sport Farman biplane for the purpose of operating
charter flights and giving flying instruction while promoting the sale
of Farman airplanes. The Farman
was flown for several years, including cross-country flights to the Na-

tional Air Races in 1923 and 1924.

However, they felt the need for
an airplane of advanced design with
better cross-country performance
and durability than the Farman, so
the design of the Lizette was started
in late 1923, using a smaller engine
and a higher wing loading than the
Farman. The enthusiastic help of
Dayton T. Brown and Roy G. Miller,
engineers at the nearby Naval Aircraft Factory, was obtained.
Throughout the design of the
Lizette, the highest standards of
strength and materials were main-

Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!HGF


The Ludington Exhibition Company

had been organized in 1922 by
C. Townsend Ludington, a 26-year-old
aviation enthusiast, and Wallace
Kellett, the American representative
of the French Farman Company.
tained. The basic concept was Ludingtons, the design work was done
by Brown and Miller, with practical
suggestions from Robert P. Hewitt,
the company pilot.
After the configuration was determined, a wind tunnel model
was made and tested for drag and
stability and control at the New
York University wind tunnel. The
lift/drag ratio of 8.9 was considerably higher than for most airplanes at that time. A large amount
of aluminum alloy was used in
the construction. The fuselage, of
smooth skin monocoque design,
was unusual because most metal
airplanes then used a corrugated
skin to provide stiffness, and little
information existed for smoothskin design. An agreement was
made with the Naval Aircraft Factory, with permission of the Secretary of the Navy, to use facilities
for construction and static testing
at no expense to the government.
The fuselage was basically of
rectangular cross section with
rounded corners of large radius to
prevent buckling. This simplified
construction, since the flat top,
bottom, and sides could be cut
from sheet aluminum, and only
the corner pieces had to be formed.
Wind tunnel tests had shown that
this shape had a drag coefficient
very close to that of a circular or
elliptical section. Bulkheads were
located where needed, and longerons were added around the


The Ludington Lizette was powered by a 35-hp Anzani engine.

cockpit cutout. Fittings and reinforcements took the concentrated
loads. Static tests showed the fuselage structure to have strength
above the design load factor.
The wing was of more conventional wood construction with two
box spars and wire drag bracing.
The leading edge was covered with
plywood to the top of the front
spar. Aerodynamic twist was built
into the wing by using varying airfoil sections of carefully chosen
characteristics. The inner portion
airfoil was the U.S.A. No. 1, tapering to a Sloane racing section at
the tip with a curved trailing edge
shape for the outer half of the
panel. The ailerons were designed
to reduce adverse yaw effects.
The landing gear was of the
split-axle type using rubber in
compression for shock absorption.
The tail surfaces had no fixed
fin or stabilizer but were aerodynamically balanced, and an adjustable bungee on the control
stick provided trim change.
A three-cylinder Anzani engine
of 35 hp was used, which gave a
top speed of 94 mph and a cruising speed of 85 mph. The landing
speed was reported to be 50 mph.
Rate of climb was better than that
of the Farman, although the climb

angle was flatter.

The Lizette was first flown in
1926 and for several years following and was found to be pleasant and easy to fly. Because of
its lower drag and more efficient
wing design, the Lizette took off
in about the same distance as the
Sport Farman. Maneuverability at
the approach speed was considerably better, and the side-by-side
seating was a desirable feature.
Ludington had hoped to use
a 50-hp engine eventually, but
since this engine never became
available, the possibility was considered of installing two Wright
Morehouse engines in the nose
rather like the head of a hammerhead shark. This scheme was
never completed as it appeared
to introduce too many complications. It was also considered producing the Lizette in quantity,
but the estimated selling price of
$4,000 was too high to be competitive with the OX-5-powered
Travel Air, Waco, and Laird threeplace biplanes selling for $2,500
to $3,500 that were beginning to
become available.
Ludington became a dealer for
Waco airplanes in 1926, and he and
Wallace Kellett continued on to
long, successful careers in the avia-

tion business. Ludington was cofounder of Jacobs Aircraft Engine

Company in 1929. In 1930 Ludington and his brother Nicholas started
the Ludington Air Lines, which provided the first scheduled service between New York, Philadelphia, and
Washington, D.C., with flights every hour on the hour. By 1933 Ludington Air Lines was merged with
Eastern Air Transport, which later
became Eastern Air Lines. Ludington was one of the original founders of the Aircraft Owners and Pilots
Association (AOPA) from which he
retired in 1959.
Wallace Kellett, co-founder of
the Ludington Exhibition Company, organized the Kellett Autogiro Corporation in 1929, which
built Autogiros in the 1930s and
helicopters in the 1940s. In 1945
the company was taken over by
Howard Hughes and became the
nucleus of Hughes Helicopters
Inc. In 1939 Kellett became the
first president of Republic Aviation Corporation, which had
been formed after the reorganization of the Seversky Aircraft
References: AOPA Pilot magazine,
July 1960, March 1968. The Aircraft
Year Book, 1927. Taschenbuch der
Luftflotten, 1928.


Don (left) and Dale Holmes and their heavily modified Northrup glider, the Holmes Northrup.

The Holmes
Northrup Airplane
An EAA chapter president visits a sport aviation treasure


EAA 0398688, VAA 720260

I am a dyed-in-the-wool airplane nut. I have read and reread
my dads 50-year-old issues of Sport
Aviation many times. I grew up in
and around aviation, listening to
stories of airplanes in barns and
the like. I cant help but slow down
when I drive around hangars, old
barns, and out buildings. You never
know what you are going to find
or when you will find it. Becoming
the 2008 president of EAA Chapter
1345, the Bend High Desert Flyers,
presented such a moment. I was
doing a phone survey of the chapter membership activity and intro-


ducing myself to everyone on the

roster, which naturally led to airplane and project talk.
One member in particular, Gerald Holmes, and I were having a
conversation about his projects. He
told me he had an RV-4 project
and the remains of my dads and
uncles homebuilt that was powered by a Long engine. As he was
talking, in my mind I heard the
sound of a needle being dragged
across a record (scrreeeeecch!). I
asked, Do you mean a Long Harlequin, a Les Long Harlequin, the

building engine?
Yes, he said matter-of-factly.
He proceeded to tell me the story
of his father, Don Holmes, and uncle, Dale Holmes, who were part of
the Beaverton Outlaws. Don and
Dale Holmes built and flew their own
airplane in 1929. It was flown and
modified continuously until 1937
when it was dismantled. Gerald was
surprised that I knew about the Harlequin, and we talked about the 1933
Flying and Glider Manual (republished
by EAA) and its contents, including
Les Long, his Longster airplane, and
the plans for the engine.



The certificate of registration and identification

mark authorization for the Holmes.
We m a d e a r r a n g e m e n t s f o r
me to visit this important part of
sport aviation and Oregons aviation history. Gerald filled me in on
the airplanes history. The airplane
was built from plans as a primary,
single-seat Northrup Glider. It was
built in a shed on their farm in Middleton, Oregon. It was launched by
a crew pulling a bungee cord, then
by auto tow.
The Holmes brothers experimented with design and modifications, usually after a hard landing.
They modified it over time to have
an enclosed fuselage, they added 6
feet to the wingspan, experimented
with three different tail designs,
added landing gear, and eventually
mounted a B-87, 30-hp Long Harlequin engine purchased from Les
Long of Cornelius, Oregon. Don
and Dale built their own propellers
to a high finish, beginning with a
double-bit ax to rough it out and
finishing it with a draw knife and
planers. They added copper leading edges and cloth reinforcements
to the blade tips as well. They machined a Model T rear wheel hub
for a propeller hub.
These modifications led to the
final modelthe Holmes Northrup
airplane. It was licensed by the
state of Oregon and given an Oregon Airplane license plate, number
13. The Civil Aeronautics Administration (CAA) registered it as number 10675.
The airplane was regular visitor to grass strips around Aurora,
Newberg, Sherwood, Middleton,
and Hillsboro, Oregon. For a time

Don and Dale built their

own propellers to a high
finish, beginning with a
double-bit ax to rough it out
and finishing it with a draw
knife and planers.
in the mid-1930s, it was based at
Bernards Airport. Gerald told me
some of their flying stories. The
most amazing one was when one
of the brothers got caught on top
of the Willamette Valley clouds and
ended high up near the slopes of
Mt. Hood. There were no bad crackups or accidents.
It was flown regularly for
an eight-year periodquite an

achievement for two men who

never held pilot certificates! It was
dismantled for safety reasons in
1937. When the airplane was dismantled, the wing spars became
part of their new boat project, the
flying and landing wires became
clothesline, and the landing gear
went on their homebuilt wheelbarrow. The engine, prop, and miscellaneous pieces were put in storage.



The Long B-87 engine was created

by pioneering lightplane builder
Les Long.
One of the remaining pieces of the Holmes Northrup is the instrument
panel. The oil pressure and tachometer on the top are not real; theyre
just decals! The real tachometer features a hand-drawn face, and on the
opposite side of the panel is an oil pressure gauge.


Another view of the Holmes.

Gerald learned of the familys
aviation history while growing up
listening to the stories and meeting
other pioneers of our modern EAA
movement like Les Long, George
Bogardus, and Myron Buswell. He
eventually collected as many of the
remains of the old airplanes as he
could find. That included the engine,
propeller, instrument panel, two ribs,
various fittings, etc. He talked with
his dad, Don, and uncle, Dale, about
the ship. Gerald collected the family
photos of Don and Dale during their
flying days for reference.
Seeing the picture collection,
then looking at the parts that survived is amazing.
The instrument panel for the
ship is very interesting. The ta-


chometer was homemade, it had a

duel magneto switch modified for a
single magneto, and the throttle is
a push/pull cable similar to a choke
cable coming out from the panel. It
did not have an airspeed indicator,
but a decal representing one! Gerald collected the original 12-inch
wire wheels after their second life
of service to a wheelbarrow.
The engine is a beautiful piece
of machinery. I am amazed at the
inventiveness and ingenuity of Les
Long in his design. He cleverly used
off-the-shelf Harley-Davidson 74
cylinders, Continental Star connecting rods, Willys-Six wrist pins,
Dow aluminum pistons, etc. to assemble an engine at low cost. That
is not unlike the VW and Half VW

conversions of today.
Not ones to stop experimenting, the Holmes brothers also
modified their engine when the
crank broke. They turned their
own replacement crankshaft out of
a billet steel blank purchased from
Les Long. Don and Dale modified
the crank to accommodate better
bearings, as well as modifying the
crankcase as Les Long had done.
The engine bears the scars of construction, use, and repair.
With the assistance of his Uncle Dale, Gerald has since reconstructed the ribs and fuselage. He
plans to rebuild the airplane to
nonflying status as a tribute to Don
and Dale Holmes.
It was a great experience to see
and learn about the Holmes family
and their historic Oregon homebuilt aircraft. I am proud to think
of the part Oregon played in the
early movement of, and continues
to play in, EAA. After this experience I guess, as an EAAer, I can now
safely add the local EAA chapter as
a place to find an old airplane in a
barn, hiding in plain sight.
I would like to thank Gerald Holmes for his help in writing this article.
Bibliography: 1933 Flying
Manual.The Long Harlequin
Motor Plans. p. 58-74. Prepared by P.H. Poberezny and S.H.
Schmid. EAA Publications

Pearl is a family friendly film

that tells the true story of Pearl
Carter Scott, a fearless young girl
whose interest in flight is ignited
by her close relationship with
aviator Wiley Post.
To sign up for DVD release information visit




Assembly, rigging, control surface

checks, and inspections
n this issue we will discuss rigging of control sur- the aircrafts attitude. When checking the rudder it will
faces in detail, checking control surfaces for condi- be necessary to level the aircraft laterally, which can be
tion and operation, and tips on inspecting control accomplished with the ship sitting in the three-point
attitude. Just place a spirit level across the longerons
systems. So lets begin.
Aircraft control systems are actuated by either cable and adjust the landing gear (sometimes by letting air
or push-pull tubes and are connected to the rudder out of one tire) until the bubble is centered.
pedals and stick or wheel mechanism in the pilots
cockpit. Most rudder systems are cable-driven, while CHECKING THE RUDDER TRAVEL:
aileron and elevator systems can be either cable or The rudder should move a prescribed number of depush-pull tube control. The rigging of both cable and grees or inches on either side of neutral, and positive
push-pull systems is similar. Once a system is properly stops should limit travel so the surface will not contact
rigged, it should provide years of trouble-free service; the elevator. Some stops are adjustable, and some are
the only problems we are likely to encounter are wear not. The easiest way to check rudder travel is to level
and degradation of cables due to corrosion or friction the aircraft laterally (wingtip to wingtip); there is no
on a pulley or fairlead.
need to level the ship longitudinally. Tape a plumb bob
Aircraft control surface deflection is measured from to the center of the rudder trailing edge and allow the
the streamline or neutral position, and travel is given point of the plumb bob to drop just above the hangar
in degrees or inches of travel. The use of an inclinom- floor. Mark that point with a piece of chalk. Have aneter can be used to check aileron and elevator deflec- other person move the rudder pedal to one extreme,
tion UP or DOWN from the neutral point. A plumb and mark that location on the floor. Then do the same
bob and chalk can be used to check rudder deflection to the other extreme. Measure the travel with a proLEFT and RIGHT of the neutral point.
A digital inclinometer
works best for measuring
angular deflection of flight
controls; these units can be
purchased commercially, but
if you dont want to spend
money on this type of unit,
a simple inclinometer can be
made in the shop. Figure 1
shows a simple control surface inclinometer I had my
students at Reedley College
make when I instructed there.
When checking ailerons or
elevators it is not necessary to
level the aircraft, as an incliA simple control surface inclinometer you can make.
nometer will compensate for


tractor if given in degrees, with

a ruler if given in inches. The
travel should not exceed the factory specifications. There are occasions when the right travel is
slightly more than the left travel
for proper spin recovery. If the
factory says do it that way, then
thats the way it should be done.
Note that if the vertical fin is
offset to compensate for engine
torque effect, the rudder should
still be streamlined with the fin
and not the longitudinal axis
of the aircraft. Figure 2 shows
checking rudder travel.

the two pieces at the elevator

trailing edge; then insert small
wood wedges to bring the trailing edge of the elevator to center
between parallel wood stringers.
That is the neutral position. Figure 3 shows the process that can
be used for rudder and elevators.
Locate the centerline by using
padded wood to block the rudder half the distance between
the straightedges.
There normally is more UP
travel than DOWN travel because the ship is already noseheavy. In any case the travel
is always measured from the
neutral point of the elevators. Control cable tension
should always be checked with the elevators clamped
in the neutral position. Otherwise one cable will always have more tension than the other cable depending on whether the control stick is forward or aft.

Remove the control

stick lock and continue
inspecting cables,
pulleys, rod ends,
and bearings;
if it moves, look at it!

CHECKING AILERON TRAVEL: Most ailerons are rigged

with a small amount of droop, so they will streamline in
flight. The amount of droop depends on the amount of
looseness designed in to the system, but up to about 1/4
inch is normal. To check aileron travel, it will be necessary to remove the droop from the ailerons. Do this
by using four pieces of softwood that measure around
1/2 inch thick by 4 inches wide, long enough to bridge
the gap between the aileron and wing plus a couple of
inches on each side. Glue a soft padding to one side of
each piece of wood, and then streamline the ailerons
by clamping the wood blocks across the trailing edge
of the aileron and wing. Set the inclinometer to zero,
remove the wood blocks from both sides and check
UP and DOWN extremes. Keep in mind that most old
airplanes may have aileron differential, which means
the UP travel is more than the DOWN travel. Both ailerons should have the same travel within 1 degree. There
should be positive stops in the aileron system, and if
they are adjustable, small compensations can be made.
Also remember that cable tension should be checked
with the surface in the neutral position, so while the
ailerons are clamped in neutral, this would be a good
time to check tension. If the tension is loose, increase
by tightening ALL turnbuckles in the system equally.
That way the travel will not change, but the tension will
increase. Usually about half a turn of each turnbuckle is
all that is needed. If the tension is quite loose, check the
system for worn parts, such as pulleys and/or bearings.


Trim tabs always move opposite the elevator travel,
and care must be exercised upon initial rigging to
make sure they move in the correct direction. When
the trailing edge of the tab moves UP, the elevator


Determining exactly where neutral is located on the elevators can present a problem on some aircraft. Unless
there are manufacturers instructions, you must assume
it is in line with the horizontal stabilizer. To find neutral
on a symmetrical stabilizer that has flat surfaces top and
bottom, use two straight pieces of 2-by-2-inch soft pine,
padded on one side with felt or soft carpet. Clamp the
wood on the top and bottom of the horizontal stabilizer,
so the pieces are parallel. Measure the distance between


Checking rudder travel.

Centering the rudder or elevator during rigging

moves DOWN and the nose moves DOWN. When
the trailing edge of the tab moves DOWN, the elevator moves UP and the nose moves UP. With elevator
trim tabs it is common for the DOWN travel to be
more than the UP travel. For instance, the Stearman
tab travel is 15 degrees UP and 15 degrees DOWN.
The Aeronca 7AC is 20 degrees UP and 34.5 degrees
DOWN. Cable tension should again be checked with
the tab set in the neutral position.


Some aircraft, like the Travel Air, Command-Aire,
Waco UPF-7, New Standard D-25, and others have
variable incidence horizontal stabilizers that provide
for longitudinal trim of the aircraft. Here it is important to know the nose DOWN and nose UP angle of
incidence of the stabilizer that, in some cases, may
be difficult to locate. If the horizontal stabilizer has
a travel of -7 degrees to +2 degrees, then one would
level the longitudinal axis of the aircraft. Zero degrees
would be parallel to the axis, and -7 degrees would
have the leading edge of the top surface 7 degrees
below the horizontal plane, and +2 degrees above the
horizontal plane. The -7 degrees would represent full
nose UP trim, and the +2 degrees would represent full
nose DOWN trim. Note: The numbers I have selected
here do not represent any particular aircraft; I use
them to illustrate how a movable horizontal stabilizer
would be checked for correct rigging.

Inspection of the control system should be a methodical check of each part of the system. I tend
to start at the origin of control surface movement,
which is inside the cockpit. Center the stick in the
cockpit; this can be easily done by measuring from


a fixed point, perhaps the upper longerons, to determine where exact

center is located. Place the control
stick at that point and clamp (or use
a bungee cord) it in place. Check the
position of the ailerons; they should
droop slightly, the same amount on
each wing trailing edge. With the
stick fixed, move the aileron trailing
edges UP and DOWN to check for looseness or slop
in the system. There will always be some but not an
excessive amount. Always remember that cable tension should be checked with the surface clamped in
the neutral position. On older aircraft, cable tension
is light, perhaps 15 to 25 pounds. If tension is too
loose, control movement is sloppy; if tension is too
much, control surface movement is stiff and heavy.
Remove the control stick lock and continue inspecting cables, pulleys, rod ends, and bearings; if it
moves, look at it! Also remember that cables normally
fray where they lay on a pulley or fairlead. When
inspecting the New Standard D-25s, I loosen aileron
cables every 100 hours, pull the cables away from fairleads, and run a rag along the cable to detect any fraying. And believe me, Ive found some frayed cables!
Do not be lulled to sleep by just checking the cables
between pulleys and fairleads. You wont find any
damage there except perhaps corrosion. The damage
could be hidden by the pulley or fairlead.
Move the controls to see if they touch the positive
stops and that all pulleys rotate as cables move. This
job usually takes two peopleone to move the surface and one to inspect the cables and pulleys.
Hold each control surface at the trailing edge and
pull fore and aft, looking for any looseness in the attach fittings. If there is looseness, find out why and
fix it. All bolts that attach control surfaces to primary structure should be fastened with castle nuts
and safetied with cotter pins. Locknuts should not
be used (unless specifi ed by the manufacturer), because the bolt is subject to rotation. Check the fabric
covering for condition. There should be no cracks in
the fi nish or filler coats that expose fabric weave to
sunlight. If there are, fix them.
In conclusion, you are checking all moving parts
for security and condition and for proper operation. During restoration, it is always a good idea
to do some subassembly to check for rigging of the
moveable stabilizer, elevators, and rudder. It is also a
good opportunity to write rigging notes, so the ship
can easily be rigged when completed. During this
phase the tail wheel steering system can also easily
be rigged, because it is difficult once the ship is covered with fabric.
Control systems on the older aircraft are relatively
simple in design, but they require close inspection and
regular maintenance to keep in good shape.

Pearl is a family friendly film

that tells the true story of Pearl
Carter Scott, a fearless young girl
whose interest in flight is ignited
by her close relationship with
aviator Wiley Post.
To sign up for DVD release information visit


BY Steve Krog, CFI

Conquer your fears

ll of us who fly, or once flew, regularly have
dealt with fear. Fear of the unknown when
first learning to fly, fear of the weather closing in around us as we tried to stretch a
fl ight to destination, or fear of landing at
the destination because of wind and weather.
Fear is defined as the feeling one has when danger
or trouble is near, or a feeling of
being uneasy.
Most of the flight experiences
that create a bit of fear are learning experiences and teach each of
us a good lesson. How many times
during your flying career have you
quietly said to yourself, Ill never
do that again!? You learned from
that experience.
I had an experience like that
on my second flight lesson; its an
experience that occurred 40 years
ago but is still vividly imprinted
on my mind to this day. With no
ground instruction prior to the
lesson, or flight demonstration
by the instructor once in the air,
my instructor asked me to perform a power-off stall. I applied
carburetor heat and reduced power as directed, and
then I began applying back pressure on the yoke.
The stall warning light began to flicker, followed by
some buffeting. With me still applying back pressure, the airplane pitched nose down.
Instantly fear took over.
My instincts told me to pull even harder on the
yoke; after all, the book I had been given to read
stated: When the nose of the aircraft is pointed downward, gently apply back pressure to raise the nose.
I pulled with every bit of strength I had, but the
airplane continued in a nose-down attitude. Then
the airplane decided to roll sharply to the left.
Again, I recalled what the book stated: Gently ap-

ply opposite aileron to lift the down wing to a level attitude. I had the yoke turned hard to the right, all the
way to the control stop. The airplane was now not
only pointed downward but also turning sharply to
the left, and the world below was spinning rapidly,
reaching up to smack my little Cherokee 140. I was
sure that I was going to meet my maker in the next
few seconds.
Finally, after a four-turn spin,
my instructor took the controls,
applied the correct input, and
soon resumed straight and level
flight. I was panic-stricken. This
was only my second lesson and
the fourth time I had even been
flying in an airplane in my life.
Recognizing my mental state, the
instructor finally did the correct
thing and flew the airplane back
to the airport. Not once during
the return flight, nor after we were
on the ground, did he explain to
me what had happened. He just
marked my flight log with Unsatisfactory for performing stalls.
That evening, still shaken by
what had happened, I decided
that flying was obviously not for me. Id be better
offand live a longer lifeif I took up canoeing.
Several days passed, and the fear of that fl ight was
still stuck firmly in my gut; I couldnt shake it.
Another several days passed, and another instructor called me. I told him what had happened
and that I no longer wanted to fl y. It took a calm
voice and a lot of understanding, but he finally convinced me to give it another trybut not with the
fi rst instructor. I proceeded with my fl ight lessons
and gradually overcame my fear of stalls, thanks to
the second instructor; however, the idea of doing
spins terrified me!
The fear of spins continued to gnaw away at me.

Most of the flight

experiences that create
a bit of fear are
learning experiences
and teach each of us
a good lesson.


I read all about spins in different flight manuals

and convinced myself that tomorrow Id try doing
a spin. The next day that knot in my stomach instantly grew to boulder size, and I talked myself out
of doing a spin. Tomorrow will be a better day for
doing a spin or two, right?
I finally sought out a friend who was comfortable
with spinning an airplane and asked if I could ride
along. He showed me how to do a spin, and we did
about a half dozen spin entries and recoveries. I was
still quite uncomfortable, but at least I now knew a
little more about them. Back in my own plane, Id
climb to a safe altitude, preparing to try a spin, but
every time Id set up to do one, my stomach knot
would again grow to boulder size.
Finally, I decided to meet this fear head-on and
contacted a flight instructor who was familiar with
teaching spins, and I bought an hour of dual instruction. We did one- and two-turn spins for the
entire hour. Then I rented his airplane and did an
hour of solo spins! My stomach-demon finally met
his match and was gone. Spins became nothing
more than another maneuver, much like power-off
and power-on stalls. This instructor had taken the
time to explain every control movement to me, and
he talked me through the first four or five spins. It
was a simple cure to a condition I acquired on my
second flight lesson; something Id allowed to fester
for several years.
I recently had the opportunity to speak at a flight
safety seminar about transitioning from tricycle to
conventional (or tailwheel) aircraft. At the conclusion of the talk, I asked a simple question of the approximate 150 people attending the seminar: How
many of you have encountered a situation while
flying that continues to gnaw at the pit of your
stomach long after the flight was concluded?
Initially no one raised a hand. Pilots are all macho types, right? But slowly hands began to rise until nearly half of the attendees were showing hands.
Then I asked, How many of you have sought the
counsel of another pilot or instructor to talk about
and deal with that fear-causing experience? All the
hands came down.
Looking back on my second flight experience
and the fear encountered, Ive often wondered how
many hundreds, if not thousands, of other potential pilots have dealt with a similar situation and
just walked away from the pleasure and satisfaction of learning to fly. Ive met many of these individuals at various social gatherings, and they have
shared with me their experience after learning that
I have been an active flight instructor for more than
38 years. What a shame it is to have denied these
many people the opportunity to experience the
pleasures of fl ying a small airplane and seeing the
world from above.

When I decided to pursue being a certificated

flight instructor, I made a vow to myself that I continue to uphold on every dual flight to this day.
That vow is to never scare a student pilot. Nor
do I try to scare a seasoned pilot when giving them
a flight review.
A little fear or anxiety, if properly channeled,
can be a good thing. Fear can enhance a pilots
sight, sound, and motor skills. I would much rather
work with a student who has some apprehension
than one who is fearless. Overcoming the anxiety
of doing a stall, for example, can easily be conquered, provided it is thoroughly explained and
followed by a step-by-step demonstration, then
practiced over and over. Apprehension is defeated,
and the student has acquired an increased level of
skill and understanding.
Because of my earlier fear of spins, I teach spins
to every student with whom I fly. Taught as just another maneuver, students young and old begin to
look at spins as something other than a flight condition causing stomach-knot fear. By the time the
stall/spin segment of fl ight training is concluded,
students will ask if they can do a spin or two when I
send them out for solo practice. That request always
brings a smile to my face.


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This months Mystery Plane comes from a small collection of
photos sent to us by Duffy Thompson of Lakeland, Florida.
Its a foreign design, but the photo was taken on the eastern
seaboard of the United States.

Send your answer to EAA,

Vintage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Your
answer needs to be in no later
than October 15 for inclusion

in the December 2010 issue of

Vintage Airplane.
You can also send your response via e-mail. Send your
answer to

Be sure to include your name

plus your city and state in the
body of your note and put
(Month) Mystery Plane in the
subject line.


ur June 2010 Mystery Plane
came to us from Louis King
of Houston, Texas. Our first
answer came from Robert Brown of
Marietta, Georgia.
The June Mystery Plane is easy, Pop
Johnsons Regent Rocket, but identifying when the photo was taken is
tough. When compared with the photo


released when the first flight was announced in 1951, gear doors and an
ADF loop have been added and the
striping behind the rocket image on
the cowl seems to be darker. The background is also different. The Regent
was built at the Rusk County Airport
in Henderson, Texas, but Johnson later
moved to Pearland, Edinburg, and

McAllen, all in Texas. His last effort

was building a factory in Lafayette,
Louisiana, to build an updated version
of the Regent as the Johnson 260 and
a twin-engine version as the Johnson
450. I dont know whether the prototype got to Lafayette; an unfinished
fuselage wound up in the possession of
Mr. Ferguson, the FBO at McAllen, so

it is possible that the Regent Aircraft

assets may have all been lost to creditors in McAllen. The prototype Regent
wound up in the possession of an Illinois crop duster named Carroll who
lost it in a fire after a forced landing in
New Mexico circa 1960. An unfinished
Regent was last seen in Minnesota but
has disappeared since the death of the
owner, Navion Mike Nalick.
Roger Baker of Carlsbad, California, sent us this from a website
he ran across, probably at www.
The Regent Rocket was an American five-seater cabin monoplane of
the 1950s built in two models: the
Regent Rocket 260 powered by a 260hp Lycoming GSO-435-C2 six-cylinder
horizontally opposed air-cooled engine
providing a top speed of 320 kmh, and
the Regent Rocket 400 powered by a
400-hp Lycoming GO-580-D eightcylinder horizontally opposed aircooled engine providing a top speed
of 352 kmh. The Regent Rocket was
a low-wing cantilever monoplane of
metal construction, identical in both
models except for the engine.
Other correct answers were received from Doug Rounds, Zebulon, Georgia; Wayne Muxlow,
Minneapolis, Minnesota; Orval
Fairbairn, Port Orange, Florida
(Orval owns one of the remaining
Johnson Rockets); and Wes Smith
of Springfield, Illinois.


The Resurrection of Waco NC15705

continued from page 22
Chris Galloway and Jim Rollison intrigued. If Galloway decided to purchase the Waco after inspecting the
sum total of all of his years of work,
it seemed to Smith that it would be a
sale brokered in heaven. Galloway is
one of those people that have a complete and total appreciation of the
wonderful aircraft of the 1930s. Rollison, who was going to help Galloway detail the Waco and check him
out in it, seemed the perfect way for
the airplane to start a new life.
Rollison, airline pilot, lover of
antique aircraft, and owner of several rare antiques, including the
only 450-hp Laird Speedwing and
a Ryan STM, is known for having
more energy than any three people,
the ability to fix anything aeronautical, and fly anything that has the
slightest semblance of wings.
When they both examined the
Waco, Galloway became the new
owner. Rollison spent several days
going over the systems, making adjustments, and finally proclaimed
the Waco was ready to fly to its new
home, joining the other aircraft
in Galloways stable at the Yolo
County airport.
As Smith closed up the hangar


doors that day after Rollison flew

the Waco to its new nest, it wasnt
with a sense of loss. Rather, it made
him feel proud that he was the instrument that had given this great
aircraft a new life, and he was happy
and content with the knowledge
that the new owner would cherish
it until another generation would
come along to venerate this unique
beauty of the 1930s.
When Rollison flew the Waco to its
home field in Yolo County, he later
reported that shortly after takeoff,
the cylinder head temperature and
oil pressure moved up to the redline.
Soon after, however, both instruments
slowly moved back into the green,
and the flight to the Wacos home
field was uneventful and all systems
worked perfectly. Rollison was delighted to find that the controls were
smooth, quite sensitive for a large
cabin airplane, and that the craft literally flung itself into the air after a
short run of perhaps a couple of hundred feet, with its initial light load.
The Waco is starting a brand new
life, and will bring much pleasure to
Galloway and to the myriad spectators who will be able to savor its classic beauty wherever it is flown.

continued from IFC
itive attitude of the membership
who brought their aircraft to AirVenture. This was a really amazing
reaction to watch develop. And to
think that a huge number of these
folks knew of the challenges before they launched for Oshkosh,
and they still made the decision to
come in spite of these challenges.
They understood the challenges
and rolled with the revised plan, and
nearly everyone did it with a positive spirit and a smile on their face.
The attitude of all of our volunteers
was particularly heartwarming to
me. These folks have impressed me
for many years now, but this event
saw their mettle tested to the maximum, and they met all the challenges head on and accomplished
what seemed impossible a few days
before, when ankle-deep water was
literally running at speed down a
few of the paved areas.
I remember sharing with the
leadership of the Vintage Parking
& Flightline Safety group that had
I gazed into a crystal ball two weeks
prior to this event and saw what was
headed toward us, I would have had
to seriously question the divisions
ability to prevail over all of these obstacles. I can now easily say that I
will never again question their ability to prevail over such ominous circumstances. You folks are nothing
short of amazing to me.
Job well done!
I can only hope that these few
short words will prove to be sufficient in thanking you all for your individual efforts in making the 2010
event the absolute success it was. I
hope to see you all again next year!
VAA is about participation: Be a
member! Be a volunteer! Be there!
Come share the passion! See you
at EAA AirVenture Oshkosh July 25July 31, 2011.

S o m e t h i n g t o b u y, s e l l , o r t r a d e ?

Classified Word Ads: $5.50 per 10 words, 180 words maximum,

with boldface lead-in on first line.
Classified Display Ads: One column wide (2.167 inches) by 1,
2, or 3 inches high at $20 per inch. Black and white only, and no
frequency discounts.
Adver tising Closing Dates: 10th of second month prior to
desired issue date (i.e., Januar y 10 is the closing date for the
March issue). VAA reser ves the right to reject any adver tising
in conflict with its policies. Rates cover one inser tion 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 ( using credit card payment (all cards
accepted). Include name on card, complete address, type of card,
card number, and expiration date. Make checks payable to EAA.
Address advertising correspondence to EAA Publications Classified
Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.

Flying wires available. 1994 pricing. Visit www. or call 800-517-9278.
AIRPLANE T-SHIRTS 150 different airplanes
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EAA Calendar of Aviation Events Is Now Online

EAAs online Calendar of Events is the go-to spot on the Web to list and find aviation events in
your area. The user-friendly, searchable format makes it the perfect web-based tool for planning your
local trips to a fly-in. We invite you to access the EAA online Calendar of Events at http://www.eaa.

Upcom ing M ajor Fly-Ins

Mid-Eastern Regional Fly-In
Grimes Field Airport (I74), Urbana,
September 11-12, 2010

Virginia Regional Festival of Flight

Suffolk Executive Airport (SFQ),
Suffolk, Virginia
April 30-May 1, 2011

Casa Grande Municipal Airport
(CGZ), Casa Grande, Arizona
October 21-23, 2010

Golden West Regional Fly-In and

Air Show
Yuba County Airport (MYV),
Marysville, California
June 10-12, 2011

Southeast Regional Fly-In

Middleton Field Airport (GZH),
Evergreen, Alabama
October 22-24, 2010
U.S. Sport Aviation Expo
Sebring Regional Airport (SEF),
Sebring, Florida
January 20-23, 2011
Sun n Fun Fly-In
Lakeland Linder Regional Airport
(LAL), Lakeland, Florida
March 29-April 3, 2011
AERO Friedrichshafen
Messe Friedrichshafen,
Friedrichshafen, Germany
April 13-16, 2011

Arlington Fly-In
Arlington Municipal Airport (AWO),
Arlington, Washington
July 6-10, 2011
EAA AirVenture Oshkosh
Wittman Regional Airport (OSH),
Oshkosh, Wisconsin
July 25-31, 2011
Colorado Sport International Air
and Rocky Mountain Regional
Rocky Mountain Metropolitan
Airport (BJC), Denver, Colorado
August 27-28, 2011, Aviations Leading Marketplace.

Are you tired of hauling to EAA every year? Storage
units available for rent as low as $50/month
less than 1 mile from EAA grounds. Call Todd @
Looking for Stinson L-5, Lycoming O-435, or other
aircraft parts? Check
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Possible partnership and owner financing. www.
Always Flying Aircraft Restoration, LLC: Annual
Inspections, Airframe recovering, fabric repairs
and complete restorations. Wayne A. Forshey
A&P & I.A. 740-472-1481 Ohio and bordering
Biplane Builder Ltd. Restoration, fabric, paint,
fabrications, paperwork with 53 completed projects,
Wacos, Moths, Champs, Pitts etc. Test flights and
delivery. Indiana 812-343-8879 mike@biplanebuilder.


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

George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066

Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007

Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555


Steve Bender
85 Brush Hill Road
Sherborn, MA 01770

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

David Bennett
375 Killdeer Ct
Lincoln, CA 95648

Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328

Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
John S. Copeland
1A Deacon Street
Northborough, MA 01532
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065

Espie Butch Joyce

704 N. Regional Rd.
Greensboro, NC 27409
Steve Krog
1002 Heather Ln.
Hartford, WI 53027
Robert D. Bob Lumley
1265 South 124th St.
Brookfield, WI 53005
S.H. Wes Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213

Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643

Charlie Harris
PO Box 470350
Tulsa, OK 74147

Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904

E.E. Buck Hilbert

8102 Leech Rd.
Union, IL 60180

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

Gene Morris
5936 Steve Court
Roanoke, TX 76262

John Turgyan
PO Box 219
New Egypt, NJ 08533


Membership Services Directory

Enjoy the many benefits of EAA and
EAAs Vintage Aircraft Association


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

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites:,, E-Mail:

EAA and Division Membership Services (8:00 AM6:00 PM

MondayFriday CST)
FAX 920-426-4873
New/renew memberships Address changes Merchandise sales Gift memberships
EAA AirVenture Oshkosh
Sport Pilot/Light-Sport Aircraft Hotline 877-359-1232
Programs and Activities
Auto Fuel STCs
EAA Air Academy
EAA Scholarships
Flight Instructor information
Library Services/Research
AUA Vintage Insurance Plan
EAA Aircraft Insurance Plan
800-853-5576 ext. 8884
EAA Hertz Rent-A-Car Program
VAA Office
FAX 920-426-6579

EAA Members Information Line

888-EAA-INFO (322-4636)
Use this toll-free number for: information about AirVenture Oshkosh; aeromedical and technical aviation questions;
chapters; and Young Eagles. Please have your membership number ready when calling.
Office hours are 8:15 a.m. - 5:00 p.m. (Monday - Friday, CST)

Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family
membership is an additional $10 annually. All
major credit cards accepted for membership.
(Add $16 for International Postage.)

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


Current EAA members may join the
Vintage Aircraft Association and receive
VINTAGE AIRPLANE magazine for an
additional $36 per year.
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46 per

year (SPORT AVIATION magazine not included).

(Add $7 for International Postage.)

Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional
$45 per year.
EAA Membership, WARBIRDS magazine and one year membership in the
Warbirds Division is available for $55 per
year (SPORT OficAVIATION magazine
not included). (Add $7 for International


Current EAA members may join the

International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS
magazine for an additional $45 per year.
EAA Membership, SPORT AEROBATICS magazine and one year membership
in the IAC Division is available for $55 per
year (SPORT AVIATION magazine not included). (Add $15 for Foreign Postage.)

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright 2010 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES Please allow
at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING Vintage Aircraft Association does not guarantee or endorse any product offered through the
advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo and Aeronautica are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.


Thank You from

Ford and EAA
Together We Care!

The partnership between EAA and Ford spans more than a decade and
continues to grow. The cornerstone of our relationship is our mutual
goal of providing value to you the EAA member.
EAA is pleased that Ford enhanced the AirVenture experience with the
opening day Chicago concert, the nightly Fly-In Movie Theater, and the
Living Legends Autograph Sessions at Ford Hangar. Members could also
enjoy cars from all eras in the Cruisin Legends display, the hands free
Active Park Assist demo, the latest in automotive technology, and riding
in a Model T, Fusion Hybrid and Taurus SHO.
The culmination this year was the national unveiling of the 2011 Explorer
(AirVenture style) via Erickson Air-Crane helicopter.
It was a fantastic AirVenture 2010! We look forward to our relationship
continuing to provide more value for you next year.
Edsel B. Ford II
Board Director, Ford Motor Co.




Tom Poberezny
President, EAA

EAA members who are considering a new vehicle can save with Fords Partner
Recognition Program. For more details, refer to

Waco YQC-6