Embed Size (px)
Citation preview
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 1/44
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 2/44
G OFF RO ISON
PRESIDENT VINTAGE AIRCRAFT ASSOCIATION
Thoughts
to
start the V in 2007
If
your holidays were half
as
wonder
ful as
mine
were,
you had
a great hol
iday season. My family has, for
what
seems like forever, always
been
a mil
itary family. This
past
holiday season
was the first I can remember in
quite
some time when everyone was actually
home
for Christmas.
As thankful as I am for that, I cannot
help
but think
of all
the
skirmishes go
ing
on
around this world,
and
I'm cer
tain a lot of you have family members
out
there
on
the
line. t is important
that
we always remember they are per
forming important responsibilities
that
are absolutely critical to those of us
who
remain
on
the home front, enjoying all
of our freedoms
on
a daily basis . Many
thanks to all of you who have served,
as
well
as
those
who
are
out
there serv
ing your country now. We wish you all
the very best, and we are hopeful your
loved
ones
are safe
and they make
it
home
soon.
Speaking of freedoms, even though
this
country is one
of, if
not the
most
fortunate when
it comes to personal
freedoms, none of us are in the mood
these days
to
give
any
of
them
up.
You
very best
out
there
every
day
we fly.
This freedom
is
ours
to
lose. f we take
it for granted, sooner or later it can be
severely
modified,
and
even
possibly
eliminated. Personally, for me I will
never forget the feelings
and
emotion
I experienced
on September
12,
200l.
When
I
went
out
to the
hangar
that
af
ternoon I knew full well I was going no
where that day in my personal
flying
machine. t is my sincere hope
that
we
never have
to
experience similar emo
tions ever again.
On a
lighter no t
e, it was
one
year
ago this
month
that we launched an ex
panded
Vintage
Airplane
magaZine. You
may recall we added
12
pages of con
tent to the magazine. Well, now we are
happy to announce yet another positive
enhancement, starting this
month
you
will begin to enjoy full color through
out
the 44 pages of Vintage Airplane for
the first time in its history.
We
fully rec-
ognize
the
fact
that
our
magazine rep
resents
and
reveals the true identity of
our
association
and
its
membership,
so we pledge
to continue
in
our
ef
forts to see this publication grow along
with the membership
s
expectations. t
ter
in your
area? f
you haven
' t
taken
the time
to
engage yourself in chapter
activities, you really should make the ef-
fort to be a part of
something that is
of
tentimes quite rewarding. We
know
for
certain that a good
number
of our VAA
members are people
who
we refer
to
as
"enthUSiasts,"
or
non-aircraft
owners.
Start your new year out right, and look
up the contact information
for a chap
ter near you: www EAA org/chapter/chap-
ter
_l
ocator html
Vintage
Chapter
37 has now moved
into its
new
hangar at the
De Kalb
County Airport (GWB) in Auburn, Indi
ana. The building
committee
has been
busy designing and procuring materials
for the construction of our new chapter
house within the hangar facility. Hope
fully, by
the
time you read
this
, con
struction will be well underway.
The cold weather in these parts has us
currently focusing
on
getting the hangar
heated. The good news
is
that
we have
procured
the appropriate heating de
vices so we can begin planning some
winter activities inside a heated hangar.
No reason to wait for the last minute,
right?
Oh
well, sometimes progress
is
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 3/44
NU RY
E
VOL
35
, No. 1
2 7
CONTENTS
IFC Straight Level
Thoughts to start
the VAA in
2007
by Geoff Robison
2
VAA
News
4
2006
VAA
Hall of Fame
Charlie Harris
7 Restoration
Corner
Fabrics and finishes and th e installation thereof
by Dip Davis
3 Lineboy
An airmail beacon lights
th
e way to
an
aviation ca reer
by Ev Cassagneres
6
A Stalwart Survivor From the
Golden Age
The Kinner Sportster Model B
by Sparky Barnes Sargent
The First Clipwing Taylorcraft
ittle Poopdeck
by Paul Poberezny with H.G. Frautschy
6
Type Club List
3 Books of Vintage Interest
by Sparky Barnes Sargent
34
The Vintage
Instructor
The New York VFR corridor accident
by Doug Stewart
36
Mystery Plane
ST FF
EAA Publisher Tom Poberezny
Executi
ve Director
/Edit
or
H.G. Frautschy
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 4/44
E Adds Podcasts to AirVenture Website
"""'"""
I/IRVENTURE ' , I
,.
q
_
SH Oll [ - , t\
E JULY
23
- 29 2007
Hame
D"coVPtlt
Pllnlo.l
e e n
Falowl
Alrtt<ty AlmlngforOthko.h
.
.......
........
· .A minqfor0 /+;9" .. .
~ T o m P l n n y
• .5h1llof'3
----
rMiotor rM
l
lltMl j
"As
many people can't wait to get to
EAA
AirVenture each summer, the
website has become a year-round destination to discover
the
latest news
and updates for this great event,
as
well
as
interviews with the people who
make it so special each year," said EAA President Tom Poberezny.
Along with the audio updates, web visitors will discover many new in
novations in the months leading to AirVenture 2007.
The first installment of Aiming for Oshkosh features Poberezny discuss
ing those people already planning their
EAA
AirVenture 2007 trips.
He
also
hints about attractions that will be part of the 55th annual event, which
will be held July 23-29 at Wittman Regional Airport. Last year's AirVen
ture drew more
than
10,000 airplanes and total attendance in excess of
625,000.
Future audio segments will include comments from EAA staff members
and volunteers,
as
well as personalities and newsmakers. Lock in
www Air-
Venture org for continuous updates.
EAA SportAir Lincoln
Electric
most
out
of your investment in a TIG
Offer 2 7
TIG Weldin
g
welder."
Workshops Tuition for the two-and-a-half-day
EAA SportAir Workshops and Lin
workshops
is
$359 for EAA members
coln Electric have teamed up again
and $399 for nonmembers. For more
review of the new FAA Air Tour
Safety final rule completed just be
fore Thanksgiving 2006, EAA
anx
iously awaited its publication
in
the
Federal Register as
this
issue
went
to press. FAA took
in
thousands of
overwhelmingly negative
comments
from the community
during
a series
of public hearings
in
early 2004
and
rewrote
the
rule .
"We
usually get
some
sort of
an
indication
as to what
a final rule will
look
like, bu t not this time," said
Earl Lawrence, EAA vice
president
for industry and regulatory affairs.
"We will let EAA members
know
the
content and implications of the new
rule
when
it's published in the Fed
-
eral
Register
.
EAA contended in its official com
ments,
su
bmitted on March
11,
2004, that
FAA's
proposed regula
tions were "a blanket measure that
did
not
distinguish between various
operations
or aircraft." For
exam
ple, the proposal treated large com
mercial air tour operators the same
as private,
one-aircraft
operations,
such
as
a person who operates a two
place, open-cockpit aircraft for local
sightseeing flights.
"As written, FAA
went
much fur
ther
than
the
original congressio
nal
mandate
requested," Lawrence
said.
"It
would destroy many areas
of general aviation
that
have been
AirVenture.org
is
the
most popular source of
information for those
who flock to Oshkosh
each summer, as well as
thousands who
follow
the event online.
Now,
visitors
to www.AirVen-
ture org
can hear all about
the approaching World's
Greatest Aviation Cele
bration
in
regular Aim
ing
for
Oshkosh audio
pod casts.
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 5/44
Spruce Specialty an official EAA
Preferred Partner were
completed
in
November
at Aircraft Spruce global
headquarters in Corona, California.
Orders placed by
EAA
members us
ing the new
EAA
Visa credit card will
receive a
discount
of up
to
10 per
cent from Aircraft Spruce.
"Our company has partnered with
EAA
on
many programs over
the
years, including Young Eagles and
the
EAA
SportAir Workshops, said
Jim Irwin, Aircraft Spruce president.
"We are pleased now to have the op
portunity to extend discounts on
product purchases to EAA members
through the preferred partner
pro-
gram. We look forward to continu-
ing to
work with
EAA
to
help sport
aviation grow
through
these excel
lent
programs."
EAA President
Tom
Poberezny
added, "We value our longstanding
relationship with Aircraft Spruce
Specialty
and
are pleased
to
welcome
them as our first preferred
partner
in this credit card program. The dis
count
is
another way EAA makes
members' participation
in
aviation
easier and more affordable."
For more information
on
the pro
gram, contact Aircraft Spruce at 951
372-9555, e-mail info@aircraftspruce.
com or
on the
web
at
www.Aircraft-
Spruce.com.
To learn
more
about
the
EAA Visa card, visit www.EAA.org.
Hall of Fame
EAA s Halls
of
Fame inducted 10
contributors to the
world
of
flight
at the
annual
presentation ceremo-
nies October 27 in Oshkosh. Induct-
"Each inductee has made a
unique
contribution to the world of flight,"
EAA President
Tom
Poberezny said
at the
ceremonies.
Those of us ac
tive in aviation today recognize their
commitment and passion for flying.
These inductees represent the
best
that recreational
aviation
has
to
of
fer and serve as an example for ev
eryone involved
in
flying."
Keynote speaker
Vern
Raburn,
president
and
CEO of Eclipse Avia
tion, told of the night
he
accepted
the National
Aeronautic Associa-
tion's Collier Trophy on behalf of ev
ery Eclipse employee.
No one sets out
to
make history;
you
set
out
to do what you wanted
to
do, and you achieved it by getting
up every
morning and
putting one
foot in front of
the
other. So enjoy
the night. Revel in it. And let us all
recognize those people who got
up
every morning and did something.
Also
honored
at
the dinner
cer
emony
in the EAA AirVenture Mu
seum's Eagle Hangar were Fred and
Carol Stadler, this year's reCipients of
the
Henry H. Kimberly Spirit of Lead
ership
Award.
The
award recognizes
exceptional volunteer
commitment
and leadership in the Oshkosh area.
Video vignettes of the newest hall
of famers can be viewed at www.EAA.
org/communications/eaanews/061102_
hofhtml
Skiplane Fly-In Is
On Snow
or
no
Snow
Although we 've had a difficult time coaxing enough
of
the white
stuff
out
of
Mother Nature the past couple of years, EAA ' s annual Skiplane
Fl
y In
is always a festive mid-winter gathering at Pioneer Airport.
On
Saturday, January 27 snow or no snow aviation enthusiasts
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 6/44
Charles W. Harris
harlie Harris
was
born
September 30,
1927,
in
Pawhuska,
Oklahoma,
the
day
Charles
Lind
Cub at 16 while in
high
school
and
has been flying ever since. After ser
vice in
the U.S.
Navy
in 1945 and
1946
aboard cruisers, he was fortu
Charlie has
served as
senior
co
chairman of the
Tulsa Regional Fly
In
since 1982.
He
co-founded the
National
Biplane
Association in
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 7/44
(he
tells us all young
men
dressed
back then), a
13-year-old
Charlie Harris poses with
one
of
his
lifelong
favorites,
the Piper Cub,
at
the Tulsa airport in
1940
sengers
. He was
named
Oklahoma
Aviator of the Year in
1984
by the
Oklahoma
viator
publication, the
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 8/44
In
2001
Charlie originated the
exceeded 125,000
during the
past
Vintage division s Friends of
the Red
five years.
Barn
member contribution fund
to
Charlie is a lifetime EAA member,
underwrite convention activities
a member of all
EAA
divisions, and a
during EAA
AirVenture
Oshkosh.
30-year member of EAA Chapter 10
The
contributions
to this fund have
Tulsa; he
is
a charter member of
EAA
Vintage Aircraft Association Chapter
10 Tulsa
and
charter member of
EAA
Warbird Squadron 10 in Tulsa.
He
has
served as president
of
EAA Vintage
Aircraft Association Chapter 10 Tulsa
for three terms and has served as pres
ident
of
EAA lAC Chapter 10 Tulsa.
Charlie wrote
the monthly
newslet
ter of
EAA lAC
Chapter 10 from 1980
through 1985.
He
has written the
EAA
Vintage Aircraft Association Chapter
10 newsletter since 1985 and contin
ues
to
write
on
a
variety of aviation
subjects. In 1998 he was selected by
EAA
to receive the first ever
Bax
Seat
Award,
named
for Flying
magazine
writer Gordon Baxter, for
communi
cating
the passion and
excitement
of aviation. Charlie is the principal
writer of the National Biplane Associ
ation s
iplane
News
publication.
He was elected a director of
the
EAA Vintage
Aircraft Association
in 1988 and
has
served as treasurer
since 1996. Charlie
has chaired
the
VAA
Red Barn Interview Circle at
Air-
Venture since 1988
and
has served as
chairman of the association s execu
tive
committee
since
its
formation
in 2002.
In 1993 Charlie initiated the con
tacts and
furthered
the early discus
sions
that resulted in the Phillips
Petroleum Company discounted fuel
program for
EAA
Young Eagles flights.
Charlie has been elected to
and
cur
rently serves
on
the
board of directors
of Tulsa s Jones-Riverside Airport As-
sociation. He has served on the Spar
tan School of Aeronautics graduation
speaker s bureau since the mid-1980s.
In 2005 Charlie was
honored dur
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 9/44
abrics
and finishes and the installation thereof
BY DIP DAVIS
Editor's Note: This seventh installment of
the
Restoration Comer covers
the
selection and installation of fabrics and
finishes. t
will be
presented in
two
parts.
The
author, Dip Davis,
needs
no introduction to many restorers of vintage air·
craft,
having been
associated with fabric covering
for
many
years.--G.R.C.
and
H.G.F.
There are almost as many opinions
regarding
the proper fabric and fin
ish for antique and classic airplanes
as
there are people performing the task. If
you have a genuine showpiece which
will be
pampered and polished and
flown only to air shows for champion
ship judging,
then
Grade A
cotton
fab
ric with innumerable coats of dope
and
uncountable hours of sanding and pol
ishing is probably
the
route
to
take.
If
however, you plan to use the airplane
for more
mundane
purposes, such as
occasional transportation, and perhaps
have less than ideal storage conditions
between flights, a synthetic fabric will
be
much
more practical.
Grade Ahas not only become more
ex-
pensive than the alternatives, it has also
suffered in longevity. Eighty pounds has
always been the minimum allowable ten
sile strength for new fabric, but several
years
ago
when the demand
was
brisk and
sales competition a factor, cotton mills
produced a long staple fabric which
could test 90
lbs
or better when fresh.
Current
production
of Grade A, of
course, meets the minimum standard
but has far less margin for deterioration
1428. and e-mail at ross@Vintageaerofab
rics.com.-HGFJ
Fortunately, 30 years
of
field expe
rience with Dacron fabrics has pretty
well overcome all of the early problems
with its use.
Early
Ceconite
and
Eonex
had a
texture approaching
that
of
cordu
roy and was so stiff that at least three
hands
were reqUired
to
glue it
around
a corner. In its favor was the fact
that
it proved to be almost indestructible,
and
most of
the
airplanes
which
were
covered with this material
and
are sub
sequently having
the
fabric replaced
again are doing so
not
because the fab
ric
is
bad, but because
the
structure un
derneath requires attention.
Since the heavy (3.8 ounces per
square yard) material proved
to
be
virtually
a
lifetime
cover, the next
evolutionary
step
was to
produce
a
lighter-weight, more flexible synthetic
cloth. Dacron
weighing
2.7
ounces
is
actually slightly
less
in
weight than
Grade A cotton but provides a tensile
strength approximately 25% greater
as
well
as
being far superior in resistance
to
deterioration from industrial pol
since come
up
with magic potions as
prime coats
which
will provide excel
lent adhesion to polyester fabric with
out making
the
surface brittle.
Assuming you have now been con
vinced to choose
a
synthetic
fabric
for your cover job, we'll proceed
with
the
operation:
Hopefully the airplane you are restor
ing had the original (or previous replace
ment) fabric still attached. Never mind
how tattered or bedraggled it has be
come-remove
it in
as
nearly intact con
dition as possible. Wings
are
best stripped
by slitting the trailing edge fabric with a
razor blade and rolling the cover forward,
cutting the
rib
stitch cord as you go. This
should get it off in one piece which can
then be folded in a reasonably small bun
dle and stored someplace for future ref-
erence. If the manufacturer used sheet
metal screws or metal clips to secure the
fabric to the ribs rather than rib stitching,
it will be necessary to peel
the
surface
tapes from each rib so that the fasteners
may be removed before peeling the main
skin. The object is to not destroy the old
rag until you are through with the entire
job.
You
will puzzle over the location of
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 10/44
addresses only cotton
and
linen; there
fore, much
of
the
information
is not
applicable to synthetic fabrics. The pur
veyors of your specific grade of polyes
ter material will furnish FAA-approved
application and data which, if followed
carefully, should produce good results.
If the
instructions included
with the
products you
intend
to use conflict
with what you read here, ignore
that
portion
of
this article and follow the
procedures given in the manual.
Pre-sewn envelopes can save a little
time and material and are available for
more standard-production airplanes
even though that production may have
ceased many years ago. These envelopes
are merely slipped on like a sock and
the open ends glued to the structure.
The only objection
we
ever hear raised
to the use of pre-sewn covers
is
the sewn
seam line, particularly on a fuselage
where
i t
may leave
an
obvious ridge.
Careful installation and a watchful eye
as the fabric is
tautened
can usually
keep this line parallel to the longerons
or stringers
and
close enough to
them
to
be
covered by a surface tape common
to both. The alternative method (we ll
dismiss hand sewing the cover in place
as
totally
out
of the question) is to
ce-
ment
yard goods directly to the struc
ture. Most brands of finishing systems
employ a cellulose cement for this pur
pose. Former model airplane builders
will recognize the smell immediately
upon opening the can. Peeling this stuff
off your fingers at the end of a session
will also provide a nostalgia trip.
We ll
hope the primer you used on the
structure is not soluble in the cement, a
situation that results in a discolored
mess
covered with the same unbroken ex
panse of cloth
as
the fuselage side if the
wider (64 to 66 inches) widths are used.
This technique will leave a vee-shaped
opening forward
of
the fin s
leading
edge,
and
there
must
be a solid struc
tural member someplace within reach
of
the fabric edge to which the fabric
can be cemented, or it will be necessary
to hand sew the two sides together at
this highly visible pOint, generally an
unacceptable solu tion, as it is
nearly
impossible to hide the stitches.
Positioning the fabric is made easy by
the use of spring clothespins which are
still available at most hardware stores,
even though most people have forgot
ten their original purpose.
It is
neither
necessary nor desirable to stretch the
fabric tightly when installing, as is the
case
with
cotton.
Just eliminate the
puckers
or gathers.
Fabric cement
dries rapidly,
and i t isn't
possible
to
work a very long seam when cementing
directly. Remove one or two clothespins
at a time, brush a swath of
cement
to
the structure
or,
even better, to the edge
of the fabric itself; press the fabric firmly
onto
the frame
and
rub enough to en
sure penetration; reinstall
the
clothes
pin; and move
on
to the adjacent area.
A neat alternative to this method in
volves brushing a liberal coat of cement
onto
the entire structure
when
the fab-
ric is attached,
and
allowing it
to
dry
completely before cutting the fabric to
shape
and
clamping it in place with the
same exotic tooling mentioned above.
The wrinkles may then be worked
out
and the
fabric carefully positioned be
fore brushing straight
MEK or
dope
thinner onto the edges
of
the fabric
tacts the substructure.
Top
and bottom
fabric panels are cut
to overlap the sides by approximately
an
inch and simply cemented in place.
This seam will later be covered by a sur
face tape.
If your airplane employs a doped fab
ric interior in lieu of upholstery panels,
as does the J-3 Cub, the interior must
be done before the outside fabric is in
stalled. You ll find
that,
even though
small areas
of
fabric are involved and
most
of
it can be done with leftover
scraps, the man-hours expended will
exceed the time required to cover the
outside of the fuselage. n interior fab-
ric kit is available for the J-3 for just a
few bucks. This provides sewn tabs for
attachment
to the tubing in the rear
seat as required to give the authentic
look. Most other airplanes interiors are
simply cut from yard goods.
If this airplane is your initiation into
the aromatic world of fabric covering,
you may
wish
to
begin
with a
con
trol surface or two before tackling
the
aforementioned fuselage. Pre-sewn en
velopes make this task almost too
easy,
and the
all-cemented blanket
method
doesn't
take a
whole
lot longer.
One
piece
of
fabric will generally be wide
enough to cover
both
sides of a surface.
Orientation of the weave
of the
fabric
may be parallel
in
either direction. One
edge, of the surface, leading or trail
ing edge will usually be a straight line
or nearly so. Fabric
is
wrapped around
this edge
and cemented to
the oppo
site, curved edge,
with
a
I-inch
over
lap cemented onto the first side. Hinge
brackets may be covered,
with
no cut
outs made until
the
shrinking process
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 11/44
Since we've progressed this far with
the
installation
of the
fabric , we may
as well wrap
up
the wings before we
discuss techniques
of tautening and
doping, even
though
you'll almost cer
tainly proceed past this point with each
component before moving to the next.
Wings with a
chord
greater than
S8
inches will require sewing
in some
fashion. If someone in the family is an
expert on the old Singer, sewing three
panels together
with
a
double
seam
is
no
big deal. A
person who
isn t cur
rent
on such a machine
and
perhaps
doesn't even have a multi-needle rating
will
want to
exercise
another
option.
An envelope cover with a pre-sewn tip
shape involves only cementing the root
rib
and
aileron bay.
Chordwise sewn
seams
do
not
want
to be positioned di
rectly over a rib but should be carefully
aligned parallel to the ribs.
Aileron cutouts can often present a
problem. Due to the concave structure
in this bay the fabric will have a ten
dency to pull loose from the contour and
bridge in a straight line between
the
upper and lower surface as the shrinking
occurs. This, of course, results in a bind
ing aileron and can't
be
tolerated.
Vari-
ous airframe manufacturers have tackled
this problem in various ways. Cessna cut
teeth in the
aluminum
on which the
fabric is hooked. Stinson attached metal
strips with P.K. screws over the fabric, and
Ercoupe drilled a row of holes through
which the fabric was stitched in place.
If
your airplane has a cambered bay, be sure
you retain the contour in some way.
[Editor s Note,
2006: Over
the
years,
more information ha
s
come
to
light
r
egard
GET TH SKILLS
TO
GET IT
BUilT
AT EAA SPORTAIR WORKSHOPS
GET
YOUR HOMEBUILDING
PROJECT OFF
THE
GROUND
BY
SIGNING
UP FOR EAA'S SPORTAIR
WORKSHOPS
JAN
19
-
21
JAN
26-28
JAN
27-28
W
PAlM
BEACH,
FL
•
Repairman
LSA)
Inspedion-Airplane
GRIFFIN, GA
• TIG
Welding
OSHKOSH,
WI
• Composite
Construdion
• Electrical System s Avionks
• Fabric
Covering
•
6 s
Welding • Introduction
10
Aircraft Building
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 12/44
The
VAA annual fund raising campaign
fuels
VAA
activities
at AirVenture Oshkosh
H.G.
FR UTSCHY
For more than three decades, the vintage
airplanes and their enthusiasts have had their
own special area during the annual
EAA
con
vention . Over the years it s been a picturesque
scene of the finest restored airplanes seen in
this country, a gathering place for aviation peo
ple and their magnificent machines to share
knowledge and friendships . We ve been privi
leged to see many one-of-a-kind airplanes in
our area . Remember the Gee Bee
R-1
replica
built by Steve Wolf and Delmar Benjamin?
How
about the lineup of Howards and Cessna
195s? We can t forget the special
Type
Club
parking area, where we host many examples
of a particular manufacturer s airplane. More
recently we ve been the Oshkosh home for the
inspiring National Air Tour, the thunderous Tri
Motor reunion, and the American Barnstormers
Tour. All of
this is possible through the
efforts
of
the nearly
500 VAA
volunteers, the volunteer
VAA
board
of
directors, and the
VAA
staff.
Their passion is what makes it a great place
to be throughout the week of AirVenture, and
why so many visitors and aviation enthusiasts
come back year after year to work, relax, and
en
joy aviation s premier event, EM AirVenture Osh
kosh. It s a place to rekindle old friendships and
make
new
ones. A time to relax and enjoy avia
tion, learn something new, and rub elbows with
our fellow aviators. As you
can
imagine, i t takes
some fairly substantial financial resources to
underwrite such an event and the Vintage area
structures. But how does all of
this
work get
funded .
To
be certain, almost all
of
the labor
involved is performed by our dedicated and
talented volunteers, but what about the cost
of
supplies and hardware?
That s where our Friends of the Red Barn
come in -
it
provides all of us, who wish , the
opportunity to assist in the vital financial sup
port of the Red Barn area of EM AirVenture. It
gives us the unique opportunity
to
be an es
sential element of an event that has no peer in
the entire world, that being the world renowned
annual EM AirVenture Oshkosh gathering.
We re most appreciative of the contribu
tions made
by
hundreds of VAAers who see
the tangible benefits of supporting their fellow
VAA
members
in
this manner. As a critical part
of
the
VAA
budget, the fund pays for such di
verse items as
VAA
awards presented during
the annual
EAA
aircraft awards program, spe
cial recognition for our many volunteers, and
expenses associated with our special displays,
forums, and educational areas such as
the
VAA
Workshop tent and the
Type
Club tent.
Your annual contribution made in the first
half
of 2007
will directly benefit this year s con
vention activities and programs. There are now
seven levels of gifts and recognition, including
a new Diamond Plus giving level, which entities
you to all benefits plus your choice of a Ken Ko
tik aviation art print. A portion of Ken s artwork
can be viewed
on
his website at www .KenKoti
Many services
are provided to vintage
aircraft enthusiasts at
EAA AirVenture
Oshkosh. From parking
airplanes
to
feed·
ing
people at
the
Tall
Pines Cate
and Red
Bam
more
than 400
volunteers
do
it all.
Some may ask, If
volunteers
are
provid·
ing
the
services, where is
the
expense?"
Glad you asked. The
scooters for
the
flightline
crew
need repair and batteries,
and the Red Bam needs paint, new win·
dowsills,
updated
wiring, and other sun·
dry repairs, plus we love to care for our
volunteers
with special recognition caps
and a pizza party. The list really could
go on and
on, but
no
matter how
many
expenses we can point out, the
need
remains constant. The Friends of the Red
Bam fund helps pay for the VAA expenses
at
EAA
AirVenture, and
is
a
crucial
part
of
the Vintage
Aircraft
Association budget.
Please help the VAA and
our 4OO·plus
dedicated
volunteers make this
an un·
forgettable experience
for
our many
EAA
AirVenture guests. We've made
it
even
more
fun to give
this
year, with more
giv·
ing
levels to fit
each
person's
budget,
and
more
interesting activities
for
donors to
e apart of.
Your
contribution now really does
make
a difference. There are seven levels
of gifts and gift recognition. Thank
you
for whatever you can do.
Here
are some of the
many
activi·
ties
the
Friends of the Red Barn fund
underwrites:
•
Red Bam
Information
Desk Supplies
.Participant Plaques
and
Supplies
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 13/44
Ken
Kotik
Aviation
Art Print
Close Anto
Parking
Two
TICkets
to
VAA
Picnic
Tri Motor
Certificate
Breakfast
at Tall Pines
Cafe
Special
FORB
Cap
Two Passes to
VAA
Volunteer
Party
Special FORB Badge
Access to Volunteeer Center
Donor Appreciation Certificate
Name Usted: Vintage
Airplane Magaizne
Website and Sign at
Red
Bam
1
Person FuM Wk
Dilamond Plus
1250
ull Week
Tickets 2Tickets 2lickets
2People
/
fu Wk
2
People
/
Full
Wk
2People Full
Wk
VAA
Friends
of the Red
Barn
Name__________________________________________________________
EAA#
VAA#
Address
__________________________________________________________________________________
_
City/State/Zip _
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 14/44
<ell\>
e r t ~ ~ t o n
X PLAN
VEHICLE PRICING
ENJOY
THE
PRIVILEGE
OF PARTNERSHIP
EAA Members who are considering
the purchase or lease of anew
Ford
Motor
Company
vehicle
should
be
sure
to take advantage of
the Ford
Partner Recognition
Program. Your
membership
benefits qualify you for
X-Plan priCing, which
could
save
2007 FORD
EDGE
Nothing
about your
life
is ordinary. In your world, window shop
ping
is
a
treasure hunt
and
remodeling
is
a
hands-on opportunity.
Weekends
are
not wasted lying around. They're to be filled
gathering friends
and finding new
spots to dine. You've got a long
list
of sports to try and new activities to
explore.
You're
all
about bold moves-and looking
to make another.
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 15/44
An airmail beacon lights the way to
Whatever happened to
the
kid on
the
bi cycl
e out
si
de the fence at the lo
cal airport? Here is th e story of one of
those kid s
This kid grew up in
th
e New Ha
ven, Connecticut, area, back in the '30
s.
I lived with my parents on a third-floor
flatm a suburb of
New
Haven, the West
ville section. Looking out the kitchen
window to the north-northwest, we
could see a beacon light.
t
flashed red
and
Whit-e as it sat
on top
of a ridge
known as West Rock. This beacon was
part of
the
airmail route between New
York City and Jiartford, Connecticut.
The
conqete
labfor that tower is still
there, bUt the tower is long gone. t is
nearlY
above
the
tunnel
on the
present
day Wilbur
Cross Parkway.
Because of
that
airmail route, and
also because then: was a municipal air
port
in
New
Haven
(east
of
the
city)
and another
old gras,
airpOrt
in
Beth
any, Connect icut, aiqililne traffic was
over our house just abOut all the time.
I saw every airplane conceivable
at the
time, including World War II bomb
BY
Ev
CASSAGNERES
to the campus of Yale University,
and
have since spent much of my working
life as either a
Yale
employee or consul
tant in engineering.
During WWII a
nd
mostly toward
the end of the wa r, I became a success
ful bicy
cl
e racer, mainly long-distance
road racing (Tour de France type of
rac
ing . I also did a fair amount of actual
track ra cing and working at th e pro
fe ssional six-day bicycle races in New
York City. My parents never owned a
car, or even a license to drive one, so
my sole mode of transportation was,
not
surprisingly, the bi
cycle.
To see
and
take pictures of real air
planes, on weekends I would cycle up to
Bethany Airport, a trip of about 8 miles .
After school I'd som etimes pedal out
to the New Haven Municipal Airport,
known today as
Tw
eed-
New
Haven Air
port (named after
John
Jack Twee
d,
former manager).
When World War II ended in 1945,
i t took me just a
few minut
es to ride
my trusty Columbia tank bi
cycl
e (this
was before I learned about bicycle rac
olds, whoalso operated
as a satellite facility, so
at both places, mainly
t was a
happy
day
me
as
a lineboy
at
New . < . y
.. .
.
rate of 60 cents an hour. I could
in money (if I had a hot date on
weekend) or flying time toward a
license-dual in the J-3s. The
tailed regular sweeping out of the
gar (which today has been rebuilt
the main passenger terminal), working
in the shop, and helping
the
e c h ~ I I l k s
dope, rib stitch, or do whatever on
needing repair, rebuild, or r e l i c e n s i n g
for
their yearly inspection.
My main job was to take care
fli
g
htlin
e. I loved every minute of it,
all of it, even any dirty work involved.
Just to be near airplanes and to be able
to touch them was pay enough for me.
This was before I either learned
or
no
ticed there was another type of human
being known to most people as
girlS.
Although these girls did work their
wa y into my social
life,
airplanes never
ceased to be a strong competitor for my
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 16/44
1946 Piper 1-3-65 NC92051 ,
owned
y
Usher
Aviation at
New Hav
en,
in
which
Ev took
his dual instruction
.
Henry DuPont sprivate Beech Staggerwing NC1030 an airplane
Ev
took care of
often when M
r
DuPont would visit the local area ,
where he
owned a summer
home.
around. Ninety percent of them were of
the tail wheel type. Well,
sir,
how could
a young buck like me be that close to
these wonderful flying machines
and
not want to learn to
fly
them? Was that
a secret desire or what?
So, to
make a somewhat long story
short, my
line
training and
learning
to fly
worked side-by-side or hand-in
hand, you might say.
Engines had to run for an airplane to
fly,
which meant they had to be started
somehow, right? Most of
the
smaller
training type of airplanes of
the
time,
Cubs, Aeroncas, T-Crafts, and the like,
did
not
have starters. They
had to
be
and productive, proving self-worth, and
it's good
for
one's self-esteem.
I recall
many
a time
when
a T-6,
Twin Beech D-18, Staggerwing
BT-13, C
45, Gullwing Stinson, etc., might come
in with a dead battery, especially in the
winter months,
and
need a start to get
the pilot home. I would just have to
hand-prop it, and honestly, I loved it.
Actually, the larger they are, the
easier
they
are
to
get started, as any
one in our antique
community
will at
test to, or
at
least those of
us
who are
a bit older.
But,
how did
they
teach
us
to do
hand propping? With lots of respect
should never, I
mean never
trust
ny
pilot. Always treat
the
engine
as
if it's
magnetos were HOT. Because they re
ally could be HOT
I
have stood
on
the
sidelines at
Oshkosh many times and observed high
time professional pilots sitting in some
gorgeous antique and using terms such
as
Okay, I'm all set, or Go ahead
(go ahead and what?). And I've seen the
guy on the prop end using almost the
same language. It made me sick. It's a
wonder there have not been serious or fa
tal casualties wherever these guys
go.
Working as a lineboy also gave one
a chance
to
observe real aviators. I was
very, very fortunate
to
get
to know
the
instructors and the guys doing charter,
etc., personally,
and
the way they con
ducted themselves. I even walked like
them
the next
day
at
schoo l because
that's the
way
real
aviators
walk.
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 17/44
The author is shown
a red line
for
the coarse and learning to
here in Piper J-3-65
do wind vectors and
all
the rest.
NC92441 (the airplane
After having flown professionally,
is now registered to Ron
with all the electronic toys, I still fly
Smith
of Ripon, Califor
cross-country in my trusty Cessna
170B
nia) sometime
after
his
the
old way
and
love every
minute
of
solo
when
he had enough
it. I may get a bit off the "exact" course
flight time to move into
once in
a while,
but
I get
there
. And
the
front
se t which he
I
am
always looking out the window,
said
was
like sitting on
watching for traffic and keeping my fin-
the
engine
the first time
ger on the chart, showing where I am at
he tried this. One
really
the moment or pretty close to it. It's a
learned
how to taxi with
lot of fun, challenging, simple, and re-
the
stick full back
in warding-and
hey, I do enjoy soaking
one s
lap.
up the beautiful scenery.
few days, my enthusiasm would be re- wheel-type airplane on the flightline. Who needs GPS on the East Coast
i f
charged, and I was again ready for more When students walk in off the street to one is going south? Just keep the ocean
of the same challenges.
sign up for flying lessons, that's what
on the
left
and the land
mass
on the
There were lots of other flying stu
you put
them
in
for no less than 10 right; you can't miss. Just the opposite
dents there at the time, many of whom
hours of dual. Forget the radio stuff
for
on
the West Coast (they tell me).
were on the GI
Bill
veterans of the war. those 10 hours; just teach
them
to fly Anyway, sorry I got a bit sidetracked
Most
of them
learned pretty fast
and
the airplane, under all kinds of condi from
the
gist
of the
title of this story,
soloed in eight hours. I was
the
slow tions, especially wind conditions. Once
but
I could
not
resist getting into some
one, having soloed in eight hours
and
they have mastered proper techniques of
the
ways
many
of
us
old-timers got
five minutes (off
Runway 32
in J-3
in that area, then get
them
started into
started
into
this business, the fun we
NC88274).
Also on the
line
then
were radio and navigation requirements. And have had,
and
the love of it all, which
J-3 NC920S1, NC91970,
NC70779
,
when I say navigation, I
don't
mean
go-
most of us I am sure have never lost.
NC42672, NC92441, and NC6933H. ing right into GPS or even VOR but us- "Boy," have
we
stayed
in
line
I
now wonder as
I write this
story
if
ing a sectional chart, the compass, and
ever since
anyone
out
there knows of the where-
abouts of any of the Cubs mentioned.
Have
any
of them survived? [Editor s
Note: NC88274
is
currently registered
to
the
North
American
Flying
Club
Colum-
bus
Ohio. Two others on that list
are
also
still registered.-HGF]
As most of
us
old-timers know, all of
the airplanes we
flew
in those days had
conventional landing gear, which
means they had two
main
wheels
up
front,
with
a little tail wheel in back.
That's all we ever flew, until the
Er-
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 18/44
Sialwart
Survivor
~ 7 U
~ i e
f okZen
~ ~ ~
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 19/44
t's always a special treat to see
one
of
the
aircraft from
the
golden age in flying condition,
especially
when there
is less
than a handful of that particu
lar make
and
model registered today.
So when Vintage Aircraft Associa
tion member Bob McCorkle arrived
at EAA AirVenture Oshkosh 2006 for
the
very first time in his much-loved
1935 Kinner Sportster
B,
an intrigued
crowd had gathered before he even
had
the aircraft tied down.
McCorkle
patiently answered
questions as the midday
sun
blazed
overhead, explaining,
there
are two
of these flying, and the model B-2 is
called
the
Sportwing-it looks like
this Sportster, except its wingspan is
shorter
and
i t has really sexy wheel
pants. To my knowledge, there's one
legitimate Sportwing in Oklahoma,
and I think that' s flying.
Beguiling Model B
Owning and flying a rare airplane
can be an interesting
and
pleasurable
experience, and that notion lured
McCorkle
into buying the
Sportster
as a
project
in 1982. He was a
he
licopter pilot in the
Marine Corps
then
and
knew he wanted to fly rec
reationally afterward. Flying low
and slow was something I really en
joyed, reflects McCorkle, elaborat
ing that, } knew I'd never have the
money to
fly
the
kind
of performance
aircraft that I flew in the military, so
I wanted to fly something
that
was
different,
that
would give me a spe
cial feeling
about
aviation.
McCorkle purchased
the
Sportster
quart
Charger, and
some fr iends of
his
were restoring
a Stinson Reliant.
Those
guys were
all master
crafts
men,
so I became
their chief gopher.
In turn,
they
helped
me
get on
track
with
the Sportster
and hooked me up
with
Ed
Marquart
at
Flabob Airport.
Bit
0 History
Since Bert Kin
ner is likely known
best for his Kinner
engines, let's take a
brief look back in
history
to learn a
bit more
about
his
active
interest
in
designing and man
ufacturing aircraft.
He built several air
planes in the 1920s,
Bob
McCorkle
of
Danbury Connecticut with
his 935
i n l u d i n g
the
Kinner
Sportster
B.
Airster biplane
and
monoplane. By the
late 1920s, according to aviation his
torian Joseph
Juptner
in his
U S
Civil
ircraft series, Kinner
bought
a Bolte
Sportplane, for
which he
proceeded
to design folding wings-it was this
modified low-wing, open-cockpit air
plane
that
inspired
Kinner to focus
on
the
development of
the
Sportster.
Max Harlow took Kinner's concept to
the
drawing board
and
refined it,
and
the
folding-wing Sportster K emerged.
the
sportsman market, with the addi
tion of its new Sportster B (and B-1,
which
had a slightly higher baggage
allowance),
which
received ATC 516
in
September
1933. Powered by the
125-hp Kinner
B5,
it measured 24 feet
2 inches from nose
to
tail, stood 7 feet
tall, and had a wingspan of 39 feet.
It
carried 35 gallons of fuel, burned
around
7 gph, cruised just under 100
mph with a 440-mile range, and had
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 20/44
Class
III equipment included an
ad
justable metal propeller, a removable
coupe-top, a 24-gallon fuel
tank
(re
placing the standard 3S-gallon tank),
a heater, radio,
and
skis.
Nine
Sport- Only three B-2Rs were built; however,
ster B models were built,
and only
four were built as the Timm 160 after
two
model
B-1s;
of
those,
three
Bs Kinner
went bankrupt in 1937 and
and
one
B-1
are registered today.
Timm
Aircraft Company acquired its
The Kinner lineage continued into manufacturing rights. The design influ
the 1930s with
various
models, in-
ence of
the
strut-braced, low-wing
Kin
cluding the Playboy
R-1, a
one-off,
ner form,
with
its distinctive tall tail
low-wing design,
complemented
by
and
clean lines, can be traced at least
as
wheelpants
and
a
160-hp
Kinner
RS
= = far forward
as the
1940s Call-Air.
engine.
Then the
Sportwing
B-2
ap-
[
•
4
..
~ ~ ~ ~ ~ ~
peared, having earned ATC S22 in
Oe-
39.0 '-- Helping Hands
cember 1933. The Sportwing, like
the
Back
in
1982, after McCorkle pur
Sportster, was powered by the 12S-hp
chased NC14288, he moved it to a
Kinner BS, but it
had
a
wingspan
of
hangar
at
Flabob to
commence
work
only 34 feet S
inches
and was
more
on
it. But soon thereafter, he relocated
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 21/44
The simple
cozy cockpit
of the Sportster B.
Abaggage compartment inside
each
wing stub below the wing walk holds 40 pounds
generous individuals who were in the
airplane restoration business. Most no
table among these were Marquart, jan
the individuals involved.
Pilot Johnson, of
California
,
who
first
learned
about fabric covering at
tern which
I
normally use-and
it was
over 100 degrees
when
I painted
the
blue stripes,
and
that was tricky.
This seemingly endless restoration
project
eventually
culminated when
the Sportster B was finally declared
airworthy late in the summer of 2004,
thanks to numerous
pairs of
helping
hands which
were guided
by
experi
ence and expertise,
and
energized by
a singular desire to see a
golden
age
survivor return
to
its
home
aloft.
Sportster
Construction
NC14288 was manufactured in early
1935 with an
empty weight
of 1,226
pounds, a gross weight of 1,875 pounds,
and a baggage capacity of 80 pounds,
which was adequate for the
student
or
recreational pilot. The baggage compart
ments, which are neatly concealed in
side the wing stubs below the wing walk
on
each wing, can each accommodate
40 pounds. After stowing their belong
ings, pilot and passenger could grasp a
convenient handhold
on
the
fuselage,
hop up on the left and right wing walk,
and swing open their respective cock
pit doors. Settling down inside the cozy
cockpit on the side-by-side bench seat,
they had just
enough
forward visibil
ity to peer through the windscreen and
see
the
Kinner's cylinders
projecting
from the cowling. Just underneath that
bench seat, on the lower side of the fu-
selage,
is
a fairly large removable panel,
which provides handy access to the in
terior of the fuselage.
The fabric-covered Sportster B fea
tured dual control sticks and rudder ped
als, mechanical heel brakes (pilot's side
only), and an effective dual trim tab sys-
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 22/44
Note the landing
gear attachment
points
on
the wing
stub,
and the
inspection
access panel (open in this
photo)
on the
lower
side
of the
fuselage.
Close-up
view
of the Sportster s
wood
ribs
and
spars
.
dial,
of which
McCorkle
is
especially
proud . This airplane came with a B
on
it back in 1935, and it probably
had
the front exhaust with a collector
ring, he explains with a smile,
but
the
front
exha ust heads had some
problems
with cracking, so we went
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 23/44
sonably large rudder working a 24
foot moment
arm. I
haven't
flown
any acrobatics since I was flying T-28s
at
Pensacola, so I have not had any
desire to push this airplane in that
way. About the most aggressive I've
gotten with her is to do some lazy
eights
and wingovers, and
in
those
maneuvers she gives you every indi
cation that she would stand
on
her
ear if asked. They talk about her be
ing pretty docile to land, and
she
is
on
grass, but
on
pavement she was
a handful with a fully castering tail
wheel.
I t
didn't lock, and you can't
taxi this airplane with rudder.
That fully swiveling tail wheel, com
bined with a stiff cross-wind landing,
created the opportunity for some ad
ditional work on the Sportster's wings
and
landing
gear, according to Mc
in
Apple Valley, California. I t didn't
take long for
them
to discover that
the
Sportster
needed
some landing gear
adjustments. There was toe-in on
the
landing
gear,
which made i t
very un
stable, recalls McCorkle, elaborating,
so Ron
and
a friend of his, Jim Chap
man,
helped fix
that,
which
enabled
me to
fly
it across the country.
cross the
Country
It was July 2004 when McCorkle
and NC14288 set out upon their first
long cross-country-which
took
him
all the way from
California
to Con
necticut. A friend accompanied him
as
far as EI Paso, Texas, and McCorkle
has a 30-page log of the entire ad
venture, which was a satisfying mile
stone for him. Coming across the
Mojave, we rode a
thermal
to 5,500
GILLES UU RD
or
three legs per day. Those legs aver
aged
about
two and a half hours, but
no
more than three.
In 2006,
he and the
Sportster B
flew
at
least
two
special cross-coun
tries-in
July, to AirVenture
in
Wis
consin
for the first time, and then in
September,
to
the Antique Airplane
Association's annual invitational fly-
in in Blakesburg,
Iowa.
McCorkle
says he was surprised at how few
airplanes from the golden age were
at Oshkosh,
but
now, having made
the trip myself, I kind
of
understand
at least one reason why that might
be-I 'm going to spend a week try
ing to clean her up after this flight.
But perhaps those cleanup and main
tenance chores will be outweighed for
McCorkle by the joy of grassroots fly-
ing across our scenic country, all the
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 24/44
The irst lipwing
craft
ayl
A
A
few
weeks ago we sat
down
with
EAA s
founder
and
chairman of
the
board,
HGF: How did
Little p-
deck
come
to be?
PHP:
I t
was a 1940
40-hp
13S mph.
About that
same
time, I
had an
opportu
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 25/44
wings that I clipped down to 26
feet I took out a total of 10 feet ,
doubled all the
wing
ribs on
the
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 26/44
mistake because I could have used
a lot more aileron
on
it.
You
no
tice the rudder
is
changed a bit. It
seems a little bit bigger rudder, es
pecially at the lower end, would
have helped.
I could do a barrel roll real easy
going along. Just bring
the
nose
up
and push
full rudder,
and she d
just roll
right
around . I had used
some heavier
tubing
for the
wing
struts. The vee-struts were welded
to one piece into the single
point.
HGF
Did you change the horizontal
tail at all?
PHP
No. The
horizontal
tail was
trimmed
11 inches. I built a move
able a trim tab. You
can
see it was
kind of squared off. The
rudder
fighter squadron, a
P-51
outfit.
HGF So you got
that
125-mph cruise
back
and
forth.
PHP At least. But
the airplane
prob
ably flew 100 hours. About 75
to
100 by myself. I flew at some avi
ation events
over in
Michigan.
Once I flew
Little
A lIdrey to De
troit, and Bob
Nolinski
flew Lit
tle Poopdeck, the name of my
new
clipwing, there and back.
I t
got
off, climbed good. Marion
Cole
flew it. Duane Cole flew the air
plane.
But it lacked extra aileron;
it would have balanced out just
real nice with a bit more force.
It
flew good
inverted
and upright.
I
never
had any problem with
it.
When I went to Korea
in
the fall
were
working on the
fuselage,
and it
caught fire
and
that
was
the end of it, other
than the
wings.
I
don t know
what
ever
happened to the
wings.
The clipwing monoplane photos dis
played on the walls of Paul s offices
show a sporty little experimental light
plane, with pLenty ofpersonality. Paul
noted
that
the airpLane couLd have
used more roll authority to
match
its
zippy
performance. When you bring
the ailerons in closer to the fuselage,
their
moment
arm is decreased, ne
cessitating an increase in area when
compared to the new wing area. In
reality, so much of the airframe was
changed during Little Poopdeck s
construction that it was a pretty sim
ple matter in the late 194 s
to
have
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 27/44
I have enjoyed the
fr
iendly service and very competitive
ra
t
es
at AUA. They can't be beat.
ike
Steele
Mike Steele
Walnut Cove, NC 27052
•
Retired
from Piedmont/USAirway
s
•
Owns
and operates
FBO
specializ-
i
ng in aircraft repair/restoration
• Previous
proiect
a
PA 22
was
Re
serve Grand
Champion
at Oshkoskh
2002
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 28/44
This information is listed
on
our website, www.vintageaircraft.org, throughout the year. Anytime
you
have changes related to your listing, drop
an
e-mailed note detailing the changes (using the
format you see
on
these pages) to [email protected]. Or
you
can send your note to: Editor,
Vintage Airplane; Vintage Aircraft Association;
P.O. Box 3086; Oshkosh, WI 54903-3086.
Aeronca
Aviators Club
Robe rt Szego
P.
O.
Box
66
Coxsackie,
NY 12051
518·731-3131
Email:
Webs ite: www.aeronca.org
Dues: US - 29/
yr,
55 / 2-yrs; Canada/
Foreign - $37 / yr, 55 / 2 yrs
Publication: Quarterly, Aeronca Aviator
Fearless Aeronca
Aviators
(f-AA)
John
Rodkey
280
Big Sur Dr.
Goleta,
CA 93117
805-968-1274
Email: [email protected]
Website:
http: aeronca. westmont.edu
Dues: Donations accept
ed
for server
maintenance
Publication: email list
http:
mail.
westmont.edu/ mailman/ listinfo/
aeronca
National
Aeronca
Association
Jim
Thompson
304
Adda St
Roberts, IL 60962
217 -395-2400
Email:
nationalaeroncaassociation@
yahoo .
com
Website:
www.aeroncapilots.com
Dues: $25/yr. $35 Canada, 45 Foreign.
Publication: Quarterly
Beech
Aero
Club
Cloyd
Van
Hook
231
Carondelet St., Ste
250
Bird Airplane Club
Jeannie Hill
P.O.
Box
328
Harvard,
IL
60033-0328
Phone:
815
-943-7205
Dues: Postage Donation
American Bonanza
Society
Thomas P Turner
1922 Midfield Rd.
PO Box 12888
Wichita,
KS
67277
316-945-1700
Fax:
316-945-1710
Email:
absmail@bonanza .org
Website: http:
www.bonanza .org
Dues:
US 55
/
yr.
Pub lication: ABS Magazine - Monthly
Twin
Bonanza
Association
Richard
Ward
19684
Lakeshore Drive
Three Rivers, MI
49093
269-279-2540
Fax: 269-279-2540
Email : forward@twinbonanza
.
com
Website:
http:
www.twinbonanza.com
Dues:
35/yr
US; 45 / yr foreign
Publication: Quarterly
National Bucker
Jungmiester Cl
ub
Colosta Price
300 Estelle Rice Dr
Cessna 150/152 Club
Lo ri Colunga, Membersh
ip
Coordinator
P.O . Box
1917
Atascadero,
CA
93423
805-461-1958
Fax:
805-461-1035
Ema
il: membership@cessna150 152.com
Website: http
www.cessna150 152.com
Dues: 35 / yr internet only or 45 / yr
postal subscription
Publication: Bi-monthly
Cessna
Airmaster
Club
Gar Williams
9S135
Aero
Drive
Naperville , IL 60564
630-904-8416
Email: [email protected]
Dues:
No
Dues. Membership is
restricted to those that own, or would like
to own, a Cessna Airmaster.
Cessna Owner Organizat
ion
Randy
Augustinak
P.O . Box 5000
lo
la, WI
54945
715-445-4053 , ext
118;
888-MY
CESSNA
Email:
Website:
http www.cessnaowner.org
Dues: 48 /
yr
.,
89
/ 2 yrs ., 119/ 3 yrs.
Publication: Monthly
Cessna Pilots Association
John Frank, Executive Director
3940
Mitchell
Rd
.
Santa Maria,
CA 93456
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 29/44
International Cessna 120/140
Association
Ken & Lorraine Morris , President
2900 Howard 8t
Poplar Grove, IL 61065
989-339-1009
: president@cessna120 140.org
Website:
www.cessna120 140.org
Dues: $25 /
yr
.
Publication: 7 issues per year, included
in
membership
International Cessna 170
Association, Inc.
Jan
Billeb , Executive Secretary
22 Vista
View
Ln.
Cody,
WY 82414
307-587-6397
Fax:
307-587-4297
Email :
Website:
http: www.cessna170.org
Dues:
$45 USD
/ yr or
$130
USD / 3 yrs
Publication : Flypaper-monthly; The 170
News-quarterly
International Cessna 180/185
Club (ownership required)
Keith Peter
man
40087 Mission Blvd . # 392
Fremont,
CA
94539-3680
510-226-
1364
Email:
Website:
www.skywagons.org
Dues: $25 /
yr.
Website: Bi-monthly
International Cessna 195 Club
Coyle
Schwab
632 N.
Tayler Rd .
8t. Charles , IL 60174
630-513-7002
Email:
Website:
www .cessna195.org
Dues: $25
Publication: Online at webs ite (members
only). Non-members can access photos
and Hangar Talk forum
Fairchild Club
John
W
Berendt, President
7645
Echo
Point Road
Cannon Falls, MN 55009
507-263-
2414
Email:
fchld@cvtel.
net
Website:
http:
www.fairchildclub .com
Dues: $20/ yr.
Publication: Quarterly
International Fleet Club
Jim Catalano
8 Westl in Ln.
Cornwall ,
NY 12518
845
-534-
3947
Email:
Website:
http: users.ntpl
x
ne
t j
f1yboy/
Dues: Contributions
Publication: Approximately 4/ yr.
Funk Aircraft Owners Association
Thad Shelnutt
2836 California Av.
Carmichael, CA
95808
916-971-3452
Email:
Website :
www.funkflyers.org
Dues:
$12
/ yr.
Publication: The Funk Flyer (monthly)
The American Yankee Association
Stewart Wilson
P.
O.
Box 1531
Cameron Park,
CA
95682
530-676-4292
Email :
Website: http www.aya.org
Dues: $40/
yr
.
Publication:
The
American STAR-Bi-monthly
Canadian Harvard Aircraft Assoc.
Ray Wh
ittemore, President
P.O.
Box 175
Tillsonburg,
ON
N4G 3T9 CANADA
519-842-9922
Fax : 519-842-3292
Email:
Website:
www.harvards.ca
Dues: $50/ yr.
Publication: Quarterly The
ROAR
of the
Howard Club & Howard Aircraft
Foundation
Edward R. Moore
P.O. Box 50
West Mystic, CT 06388
860-536-3002
Email : [email protected]
Website:
http
members.aol.com/
HowardClub
Dues: $30/ yr.
Publication: Quarterly
Luscombe Association
Steve Krog
1002
Heather Lane
Ha
rtford ,
WI
53027
262-966-7627
Fax:
262-966-9627
Email:
Website:
www.luscombeassoc.org
Dues: $25 USD -
US &
Canada,
$30 Foreign
Publication: Luscombe Association
Newsletter 6/
yr
The
Luscombe Endowment Inc.
Doug Combs
2487 S. Gilbert Rd # 106,
PMB
113
Gilbert,
AZ
85296
480
-
650
-
0883
Fax
:
480
-
988
-
1094
Email:
Website:
www.luscombe.org
Dues: None Required ,
Donations Requested
Publication: Combined written and on line
Meyers Aircraft Owners
Association
Doug Eshelman
1563 Timber Ridge Dr.
Brentwood, TN 37027
615-400-3382
Fax:
615-371-
8231
Email:
Dues: Postage Fund Donation
Publication: newsletter 3-4 times yea rly
Western Association of Mooney
Mites
WAMM)
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 30/44
American
Navion
Society
Gary Rankin
PMB
335
16420 SE
McGillivray
103
Vancouver,
WA
98683
Phone: May - Oct: 360-833-9921; Nov
- April: 623-975-4052
Fax: May - Oct: 360-833-9921; Nov
Ap ril: 623-975-4062
Email: Flynavion@yahoo com
Website: www navionsociety org
Dues:
US 50
/
yr
.; Canada
54/yr.;
Foreign
64
/
yr
.
Publication:
The
Navioneer (Bi-monthly)
Navion Pilots Association
John Hartman
P.O. Box
6656
Ventura,
CA 93006
805-320-3924
Fax: 805-672-2424
Email: jon@navionpilots org
Website: www navionpilots org
Dues:
25
/
yr.
Publication: News via web
Navion Skies
Raleigh Morrow
P.O. Box
2678
Lodi, CA
95241
209-482-7754
Fax:
209-367-9390
Email:
Navionl@inreach com
Website:
tt
www navionskies com
Dues: 45/yr.
Publication: Navion Skies/American
Navioneer
Brodhead Pietenpol Association
Doc Mosher
P.O.
Box 3501
Oshkosh ,
WI 54903
920-886-3575
Ema
il:
BP N tds
net
Website: http:
www pietenpol org
Dues: 16 / yr.
Publication: Quarterly
Cub
Club
Steve Krog
1002
Heather Lane
Piper
Aviation
Museum
Foundation
Russell Nelson
One Piper Way
Lock Haven,
PA 17745
570-748-8283
Fax:
570-893-8357
Emai l: piper@kcnet org
Website: www pipermuseum com
Dues: 30 per yea r
Publ ication: The Cub Reporter (Quarterly)
Piper
Owner
Society
Randy Augustinak
P.O.
Box
5000
lola, WI 54945
888
-692-3776
Fax: 715-445-4053
Email : help@piperowner org
Website:
tt www
piperowner org
Dues:
48/yr.,
89/2 yrs., 119/3 yrs.
Publ ication: Monthly
Short Wing Piper Club, Inc
Eleanor Mills
P.O. Box
166
Halstead,
KS 67056
316-835-3650
or
316-835-3307
Email: swpn@sbcglobal net
Website:
tt
www shortwing org
Dues: 30/yr. US & Canada; 40 Foreign
Publication: Short Wing Piper News - Bi-
monthly
Supercub.org
Steve & Dana Johnson
P.O. Box 901465
Kansas City, MO 64190
816-741-1486
Email: sjdj@supercub org
Website: www supercub org
Dues: Donations
Publication: Online discussion forum
Porterfield Airplane Club
1-26 Association (Schweizer)
Lisa Sergent, Secretary/Treasurer
7100 Christy Creek
Morehead, KY 40351
606-780-0196
Email: sec treas@126association org
Website: www 126association org
Dues: 15/yr. Regular; 25 / yr.
Sustaining; 300 life membership
Publication: Bi-monthly
Stearman Restorers Association
Jack Davis
7000
Merrill
Ave.
Box
90
Chino Airport
Chino,
CA 91710
626-792-0638
Email: davco@stearman net
Website: www stearman net
Dues: 35/yr. US,
45
Overseas
Publication: Stearman Flying Wire,
Quarterly
International Stinson
Club
Anthony
L.
Wright
2264 Los Robles Road
Meadow Vista, CA 95722
530-878-6996
Email: stinson2@juno com
Website: www stinsonclub org
Dues:
30/yr
.
Publication: Monthly
National Stinson
Club
George Alleman
1229 Rising Hill Road West
Placerville,
CA
95667
530-622-4004
vo
ice & fax
Ema il: nscgeorge@internet49 com
Dues:
20 US &
Canada;
25
Foreign
Publication: Stinson Plane Talk, 4/
yr.
Swift Museum Foundation, Inc.
(Swift Association)
Charlie Nelson
P.O . Box 644
Athens , TN 37303
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 31/44
Taylorcraft Foundation, Inc.
Forrest A. Barber, President
13820 Union Ave NE
Alliance, OH 44601
330-823-1168
Fax: 330-823-1138
Email:
Website:
www.taylorcraft.org
Dues: $15/yr.
Publication: Three times per year in 2007
Western Waco Association
Les Whittlesey
16 Oak Canyon
Trl
Coto
De Caza, CA
92679
949-789-4555 E14
Fax : 949-789-4556
Email:
Whittlesey4@cox.
n t
Dues: USPS $20, Email 10
Publication: Quarterly
American Aviation Historical
Society
Bruce Cunningham
2333 Otis Street
Santa Ana , CA 92704
714-549-
4818
Email:
pres@aahs online.org
Website:
www.aahs online.org
Dues: $39/yr.
US
Publication: Quarterly
M U LTIP LEA
IRe
R FT
Taylorcraft
Owners Club
Bruce Bixler, President
12809 Green Bower
Rd. NE
Alliance,
OH
44601
330-823-9748
Email:
Website: www.taylorcraft.org
Dues: 15 / yr.
Publication : 3/yr.
Virginia/Carolinas
Taylorcraft
Owner s
Club
(VCTOC)
Tom
Pittman
116 Winston P
Appomattox, VA 24522
434-352-5128
Email : [email protected]
Website: www.vctoc.org/
Dues:
One
time fee of 10
Publication : Occasional
Travel
Air Restorer's Association
(TARA)
Jerry Impellezzeri
4925 Wilma Way
SanJose,CA 95124
408-356-3407
Email : [email protected]
Website: www.travelair.org
Dues: $15/calendar year
Publication:
Travel
air Log , Quarterly
American
Waco Club
Phil Coulson
ORG NIZ TIONS
Florida
Antique
Biplane
Association, Inc.
Larry Robinson
10906 Denoeu
Road
Boynton Beach,
FL
33437
561-732-3250
Email:
Dues: $48/yr.
Publication: Monthly,
The
Flying Wire
National Biplane Association
Charles W Harris
P.O . Box 470350
Tulsa , OK
74147-0350
918-665-0755
Fax: 918-665-0039
Email: [email protected]
Website: www.nationalbiplaneassn.org;
www.biplaneexpo.com
Dues:
25
individual; 40 family; add
10
foreign
Publication: Bi-Annual
North American Trainer
Association (T6,
T28,
NA64,
NA50, P51,
B25)
Kathy
&
Stoney Stonich
25801 NE Hinness
Road
Brush Prairie,
WA
98606
360-256-0066 or 360-896-5398
Email: [email protected]
Website: www.NorthAmericanTrainer.
org
Dues:
45
US & Canada;
55
Foreign
Publication: Quarterly, NATA Skylines
Cross & Cockade
Bob Sheldon , Secretary
14329 S. Calhoun
Ave
Burnham, IL
60633
708-862-1014
Dues:
15
/ yr.
Publication: Bi-monthly
Eastern Reg.
U.S.
Air RaCing
Association
Jack Dianiska, President
26726 Henry Road
Bay
Village, OH 44140
440-871-3781
International
Flying Farmers
Kathy Marsh
P.O
. Box 9124
Wichita,
KS
67277-0124
316-943-4234
Fax: 800-266-5415
Email:
Website: www.flyingfarmers.org
Dues: 25 / yr.
Publication: 6/ yr.
United
Flying
Octogenarians
Herbert Sloane
P.O. Box 11114
Montgomery, AL
36111-0114
334-832-2413
Email :
Website:
unitedflyingoctogenarians.org
Dues: 12 / yr.
Publication : UFO newsletter (bi-monthly)
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 32/44
International Liaison Pilot
&
Aircraft Assoc.(ILPA)
Bill Stratton
16518 Ledgestone
San Antonio, TX
78232
210-490-4572
Fax:
210-490-4572
Website: www.centercomp.com/ILPA/
index.html
Dues: $29/yr US
Publication: "Liaison Spoken Here"
International Wheelchair Aviators
P.O. Box 2799
Big Bear City, CA 92314
909-585-9663
Fax: 909-585-7156
Email: [email protected]
Website:
www.wheelchairaviators.org
Lake Amphibian
Flyers
Club
Marc Rodstein
7188 Mandarin
Dr.
Boca Raton, FL 33433
561-483-6541
Fax:
561-892-3128
Email: [email protected]
Website: www.lakeflyers.com
Dues: $59, $69 overseas
Publication: Newsletter "Lake Flyer "
National
Air Racing
Group
Betty Sherman
1932 Mahan Avenue
Richland, WA 99354
509-946-5690
Email: [email protected]
Dues:
$15
for first member
in
household,
$3 for each additional
Publication: Professional Airracing (4-13
times per year)
National Association of Priest
Pilots (NAPP)
Mel Hemann
127
Kaspend Place
Cedar Falls, IA 50613-1683
319-266-3889
Website: www.priestpilots.org
Dues:
$20
Publication: "
NAPP"
OX-5
Aviation
Pioneers
Flora Balmer
P.O. Box 7974
Pittsburgh,
PA 15216
412-341-5650
Email:
Website:
http://ox5pioneers.org
Dues: $20/yr.
Publication: OX-5 News Bimonthly
Seaplane Pilots Association
Dr.
James
F
McManus
4315
Highland Park Blvd, Suite C
Lakeland,
FL
33813
863-701-7979
Fax : 863-701-7588
Email:
Website: www.seaplanes.org
Dues: $45/yr.
Publication: Bi-monthly
Sentimental
Journey
to Cub
Haven, Inc.
Carmen Banfill
P.O. Box
J-3
Lock Haven,
PA 17745-0496
570-893-4200
Fax: 570-893-4218
Email: [email protected]
Website: www.sentimentaljourneyfly-in .com
Dues: $12/single,
$17/family
per year
Publication: Twice a year
Silver
Wings
Fraternity
Barbara J. Evans, Publicity Chairperson
4307 Quail
Run Rd.
Danville, CA
94606-5850
925-736-1795
Fax: 925-736-1270
Email:
Website: www.silverwings.org
Dues: Effective
01/01/2007
- $25/yr.
Publication: Slipstream, Editor - Don
Fairbanks [email protected]
Society of Air Racing Historians
Herman Schaub
168
Marion Lane
Berea,
OH 44017
440-234-2301
Website:
www.airrace.com
Dues:
$20/yr
US
-
$23
others
Publication: Bi-monthly
Ninety-Nines, Inc.
Women Pilots Organization
Elizabeth Lundin
4300
Amelia Earhart
Ln.
Oklahoma City,
OK
73159
405-685-7969
Fax:
405
-
685-7985
Email: [email protected]
Website: www.ninety-nines.org
Dues: $65/yr.
Publication: Bi-monthly
Vintage
Sailplane Association
Linn Buell
1709
Baron Ct.
Daytona Beach,
FL
32128
Website: www.vintagesailplane.org
Dues: $20/yr.
Publication: Quarterly
Waco Historical Society,
Inc.
Waco Aircraft Museum
Marla Boone, Dir. of Membership
P O.
Box
62
Troy,
OH
45373-0062
937-335-WACO; 1-5
pm
Sat.-Sun.
Ema il: [email protected]
Website: wacoairmuseum.org
Dues: $20/yr.
Publication:
4/yr
.
Women in Aviation, International
Dr.
Peggy
J.
Chabrian
101
Corsair Drive
Daytona Beach, FL 32114
386-226-7996
Fax:
386-226-7998
Website: www.wai.org
Dues: $39/yr.,
$29
students
Publication: Bi-monthly
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 33/44
BY
SPARKY BARNES SARGENT
For Safety s ke-
Essentials for Safe Flying
Professional aviation author and
photographer Charles H Stites pub
lished
his
first
book, For Safety s
Sake-Essentials
for Safe
Flying in
2006.
The book
is
written
from a pi
lo t 's perspective and addresses the
familiar yet
sometimes con
trover-
Iowa akes
to
the Air
Once again, author and
pilot
Ann
Holtgren
Pel
legreno has invited readers
to accompany her vicari·
ously
on
a historical journey,
IOW
TAKES TO
THE AIR
v..
l
. .
, . .
. -J
. _ :....::.
... ..
-
as she did when she penned
World Flight- heEarhart Trail
about her experience flying a
Lockheed Electra around the
world
in 1967
to commemorate
Amelia Earhart s last flight.
This time, via her trilogy
Iowa Takes
to
the Air
the author
en-
tices readers to travel through time with her, beginning
in 1845
and culminat
ing
in 2003
, as she guides them through a captivating history of aviation. With
the recent completion
of
her third volume, the author diligently encompasses
virtually all facets
of
Iowa s aviation
in
this
trilogy-from
mechanics and pilots
to manufacturers and historical events. Readers will become well-acquainted
with homebuilders; balloonists ; air show, glider, and mail pilots; parachutists;
and many other
pioneers-both
male and female .
Yet there's
more-the au-
thor also includes numerous aspects
of
military, civilian, and commercial avia
tion enterprises.
sial topic of safety awareness and
practices. Experienced pilots know
it's possible for complacency or dis
tractions to cloud their judgment
and
decision-making process, some
times
when they need those skills
the
most. With
a
foreword by
Rod
Machado
, For
Safety S
Sake brings
safety to the forefront of
our
minds
and openly discusses potential con
sequences resulting from unsafe
maneuvers or poor decisions. The
author shares
insights
and pOignant
lessons learned with the reader in
much the
same way
a close
friend
would have a heart-to-heart conver
sation
with
another friend.
Based partially upon his popu
lar monthly column for Private Pi
lot, the
author presents
real-life
incidents and accidents-whether
from his own personal experiences
or
via
excerpts
from
the
National
Transportation Safety Board-and
thoughtfully
explores the factors
involved in each.
In
many of the
book s
20
chapters,
the author de
scribes a scenario , analyzes
what
went
wrong
(or sometimes
right)
during
those events, and
then fo
cuses
on the
probable reasons why
the situation ended as it did.
Stites
encourages
pilots
to be
vigilant and constantly aware of
safety-related issues and to main
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 34/44
__~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~
AERO CLASSIC
COLLECTO
R
SER
IES"
Vintage Tires
New USA Production
Show off your pride and joy with a
fr
es
h set of Vintage Rubber. These
newly minted tir
es
are
FAA-TS
O'd
and speed ra ted to 120 MPH . Some
things are better left the way they
were, and in the 40 's and 50's, these
ti r
es we re perfectly in
tun e to the exciting tim
es
in aviation.
No t only do these
ti r
es set your vintage plane apart fro m
u p r f l j t
System I
BUTYR TE
SYST M
~ - - - - : - - - - - - - -
NT GE
L NES
Classic Finish
for Classic Airplanes
Since 1949
Many Origill8l
Manufacturer's colors
are available. Give your Vintage
Aircraft an
award-winning original
finish wrth
unlimited
color
choices.
Covering materials price for
standard
vintage
aircraft:
approximately
3500
Purchase the
entire kit
and
receive
a 10 dis
count.
up rflit
I 3701 Highway 162
G.anHe
City, I
. 62040
Ph.80O-323-C1811
Ph.
618-931-5080
Fx. 1i1A. l t1I.o1i1
The Pietenpol Story
Editor's Note: Bill
Sc
h
lapma
n wrote a short review of
Chet's newest book
that
was published in last month's
is-
sue. Sparky Barnes Sargent has penned
an
additional review
of
The Pietenpo l Story
that we feel highlights
the
book
with
a unique perspect
ive.-HGF
P
il
ot, author,
and
longtime
VAA
member Chet Peek once
again conveys his passion for vintage aircraft and aviating
th rough h is seventh book,
The
Pietenpol
Story
Peek brings
aviation pioneer Bernard Pietenpol's life
and
airplanes into
vivid focus, all the way from his early amateur-built aircraft
days (1922) in Cherry Grove, Minnesota, until his
death
in
1984-while
sim u
ltaneo
usly framing
the
story
within
a
broader perspective of our nation
's
socio-economic climate
and its corresponding effect
on
the aviation industry. The
author
details the variety of engines that have powered
Pi-
etenpol aircraft (primarily the Air Camper and Sky Scout)
throughout the years, including the Gnome and Model
T,
and especially the Model A and the Corvair engines.
Peek's original research for this book includes travels
to
Cherry
Grove,
Minnesota,
and
Brodhead, Wisconsin,
where
he
gleaned a wealth of information from Pietenpol
family members and close friends,
as
well as knowledgeable
aficionados. The author skillfully provides enlightening
technical and historical details in an easy-to-read narrative,
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 35/44
Th
e 2007 official Vintage Airplane calendar is a collection of stunning
air- fo-a ir aviation photography showcasing some of the most remarkable
airplanes of yesterye
ar.
Each month f eatures a classic aircraft that will
be prized by anyone wh o appreciates the grandeur of aviation. Detailed
narrati
ve
descriptions a
re pr
ovided with each image, plus three-views of
the f eatured
pl
anes. Each month also provides key events in aviation histo
ry
printed on the actual date of occurrence. This 14x ll inch, full-color wall
-
; 0 1
cale
nd
ar is
th
e perfect g
i f t f
or all
VAA
members and
th
eir families.
-
.
To
order, mail your check/money order
to:
VAA
2007 Calendar c/o Turner Publishing Company
P.O
.
Bo
x 3
101
• Paducah, KY 42002-3101
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 36/44
YDOUG STEW RT
The New York V R corridor accident
The morning of October
11
dawned somewhat gray. It
was going to be a marginal visual flight rules VFR) day
in the Northeast. Ceilings were forecast to be lower than
2,500 feet
and
visibilities less
than
5 miles. Thus it was
going to be a good day for me to catch
up
on
lots of over
due phone calls to return and e-mails to respond to, and
maybe I might even find some time to get working on
the
next article for this magazine. And whereas I yearn, on
a daily basis, to get at least 1,000 feet between my buns
and
the
ground, if I missed
the opportunity that
day, it
wouldn't be the end of the world. It was hardly a great
day to view the world from aloft. It would be a day when I
could take a pass
on
enjoying
the
fantastic freedom to avi
ate,
as
we can only here in the United States, and put the
time to use pursuing albeit less enthralling but nonethe-
less necessary activities.
Thus I was hardly prepared for the phone call I received
that afternoon. "Doug, have you heard? Someone just
crashed an airplane into
an
apartment building in Man
hattan.
Thoughts
quickly came to my mind of another
terrorist attack. Those
thoughts
were quickly snubbed
as
the
caller continued: "Yeah, it was a Cirrus. Cory Lidle,
the Yankee pitcher, and a flight instructor were flying it."
"Where did it happen? I asked,
as
my mind filled with
numerous other questions.
If
one flies
up
the East River,
the
pilot will have to make
a ISO-degree turn in a very, very narrow corridor. The
turn
will tax the skills of many pilots, and
the
capabili
ties of most airplanes, to stay
within
the lateral limits of
the
exclusion area. In essence, it
is
quite similar to flying
up a box canyon. The only difference is
that
the walls de
fining the sides of this
canyon
are not solid, that
is until
you stray beyond
the
limits and hit a building. Lines on
a chart depicting the lateral limits of the airspace define
the canyon walls. Furthermore, this canyon has a vertical
limit as well.
"I guess we've just gotten graphiC proof of what I
have
long
espoused
that
the turn
is
virtually impos
sible to all but a few. By
the
way, what's the weather
like down there? I asked. (My caller was actually call
ing from New Jersey, not far from New York City.) "Well,
the METAR
at
Teterboro when they departed was 1,SOO
overcast with 4 miles' visibility, but
the
ceilings have
been coming
down
all day . it 's probably lower now. "
What about the winds? I asked. They're out of the
east
at about
14 knots."
So many questions
flooded my
mind:
What
were
they doing flying up the East River? Sightseeing? On a
day like this? Did they really
think
they could make the
turn? These were typical questions
that
anyone with any
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 37/44
at the World Trade Center and in Okl
ahoma
City, yet we
don t
see
politicians attempting to ban boats from our riv
ers, or panel trucks from our roadways. Regardless, those
of us who fly
small airplanes are all considered potential
terrorists, flying weapons of mass destruction, by
the
gen
erally ignorant public.
All of
us
who are pilots know the absurdity of this men
tality. [t
is up
to us
to change
this perception. One way
that
we can change it is by flying in a
manner
that can
only be looked upon
with
respect. And sad to say, we
aren't doing a great job of it.
Every time a pilot violates special-use
airspace-be
it
the
D.C. air defense
identification zone
or
the tempo
rary flight restrictions established
around
Camp David,
Crawford, Texas; Kennebunkport, Maine; or even
the
lo
cal college football game-every time a person is able to
get away with going for a drunken joy ride in a stolen air
plane,
and
every time a pilot empties
the
White House,
everyone of us who derives joy in the ability to take flight
runs the risk of losing that capability.
One of
the
things [ stress in
the
seminar I
present
on
flying the New York VFR corridor is that
there
are many
people in New York City who not
only
feel genuinely
threatened every time an airplane
flies
over head, but also
angered and self-righteous. They would like
nothing
bet
ter than to shut all of us down. Thus it behooves every pi
lot who chooses to fly in that airspace to be on his or her
best behavior.
But you know, it applies
not only to congested
cit
ies like New York Los Angeles, and Chicago, but also to
everywhere
that
we fly. It's true that one can often pick
out the pilots in a crowd of people
as the
ones who look
skyward every time an airplane flies overhead. But un
fortunately some of the heads
that
turn skyward are not
friends of aviation. They feel frightened and intimidated
and
seek
any and
every chance to find a cause, a reason,
an excuse to ban us from the sky.
We are so very lucky to have the freedoms of flight
that
we have in this country. But if we are to retain them, we
are going to need to do a better job of
protecting
those
freedoms. 50 I ask each and everyone of you to think how
sisting the urge to buzz
your
best buddy's house, even if
you have 3-inch tail numbers.
The list could go on and on . There are so
many
things
that
we do in
our
airplanes
that
we consider
innocuous
but that
are regarded by those
not enamored
of aviation
as
irritating, or dangerous, or threatening. Many of the
things that we do in our airplanes
that put
a smile
on
our
face might very well put a frown
on the
face of a ground
bound unenlightened nonpilot.
High-profile accidents and incidents, such as the Lidle
accident in New
York
City, definitely provide fodder for
the politicians who seek to limit, or in some cases even
ban
,
our
aviation activities. Every time we do
something
in our
airplanes that disregards
the thoughts
or feelings
of those less tolerant of our paSSion, we add to
their
ar
senal of weapons to use against us. Whether we like it or
no t,
the
day has arrived
when
we have
to
consider
the
ramifications
of everything
we do in
our
airplanes.
To
do
otherwise might very well lead to our losing
the
fantastic
freedoms of flight
that
we are so fortunate to enjoy here
in America. And t
hen
it
wouldn
't
matter
if
there
were ...
blue skies
and
tail winds.
Doug Stewart is the 2004 National
CFI of
the Year a NAFI
Master Instructor and a designated pilot examiner. He oper-
ates
DSFI Inc. (www.D5Flight.com). based at the Columbia
County Airport lBl).
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 38/44
BY H.G. FRAUTSCHY
THIS MONTH S MYSTERY PLANE COMES TO US ROM THE COLLECTION O THE E
Send your
answer
to EAA Vintage
Airplane P.O. Box 3086,
Oshkosh,
WI 54903-3086. Your
answer needs
to be
in no
later
than
February
10
for inclusion
in
the April 2007 issue
of
Vintage Airplane.
You
can
also
send your response
via e-mail.
Send your
answer
to
[email protected]. Be sure
to
include your name, city,
and
state
in
the
body
of your note, and
put
(Month) Mystery Plane in the
subject line.
BOEING AERONAUTICAL LIBRARY ARCHIVES.
OCTOBER'S
MYSTERY
ANSWER
SEPTEMBER'S
MYSTERY ANSWER
See December 2006
magazine
r " ~ ~ " . 1
for October's answer
The December column is a classic ex from Aerofiles.com and Joe
Juptner's
Nuys, California (the firm was later in
From Noel Allard, Menahga, Min
gia, we
have
the
following
text and
Whirlwind 0-6) nine-cylinder radial air
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 39/44
nesota:
There
is
an
interesting
story
con-
cerning
the
Sunbeam
that
harkens to
the time when long-duration
nonstop
flights were the rage. Two young ladies,
Bobbi Trout and Elinor Smith to be ex
act, planned and carried out an endur
ance flight of 45 hours, then a record.
With its J-6-9-300 Wright engine,
the
Sunbeam's cabin was stripped, crammed
with fuel tanks, then taken aloft for the
endurance flight. Sponsors were Kendall
Oil providing the oil
and
Richfield Oil
providing the gas. At the 36-hour mark,
Trout and Smith carried out thei r first
aerial refueling by hooking up to a dan
gling hose dropped from a battered old
Curtiss Carrier Pigeon. The Pigeon's en
gine conked out during the operation
and couldn't be repaired before the Sun
beam ran out of fuel. Elinor Smith made
an incredible dead-stick night landing to
end the flight, well short of the planned
168-hour goal. The p lane never made
headlines again.
From Doug Rounds, Zebulon, Geor
specifications from Jane's All the World's
Aircraft:
The C-1 SVNBEAM BIPLANE
Type Six
seat commercial cabin bi
plane.
Wings Equal wing
staggered sin
gle-bay biplane. Centre section carried
above fuselage
on
splayed-out struts,
with
one pair
of
parallel
interplane
struts on either side of fuselage. Wing
structure consists of two wooden spars,
metal Warren-truss ribs
and
compres
sion members and duralumin leading
edge, the whole being covered in fabric.
Ailerons
on
all four wings.
Fuselage-Rectangular-welded steel
tube structure of Warren-truss type, cov
ered with fabric.
Tail Unit Normal
monoplane type.
Welded steel-tube framework, covered
with fabric. Balanced rudder. Adjustable
fin and tailplane.
Undercarriage Divided
type,
with
oleo shock-absorber legs. Steerable tail
skid, with rubber-disc springing.
Powerplant One 300 hp Wright
cooled engine. Fuel carried in two wing
and one
fuselage tanks. Total capacity
125 U.S. gallons.
Accommodation Behind fireproof
bulkhead
and under
centre
-section is
cabin,
with accommodations
for four
passengers in removable wicker chairs.
Behind cabin
is open
pilot's cockpit for
two, with side-by-side seating and com
plete dual controls.
DimenSions Span 34
ft. 6 in.
(10.52 m.)
Weight
and
Loadings Weight
loaded 3,910 lbs. (1,775 kg. Wing load
ing 1O.25Ibs./sq. ft. (50 kg./sq. m . Power
loading
12 .3
lbs./h
.p . (5.56 kg./h.p.)
Performance Maximum
speed
125
m.p.h. (201 km.h.) Landing speed 45
m.p.h.
(72 km.h) Initial rate of climb
74 ft /min (236 m./min.) Service ceil
ing 13,000
ft.
(3,960 m
.
Correct
answers
were received
from Wayne Van Valkenburgh, Jasper,
Georgia; Wayne Muxlow, Minneapo-
lis, Minnesota; and Dave Stott, Mon
roe, Connecticut. . . . . . . .
SPEND
LESS
&
FLY
MOREl
Introducing
Your Newest
EAA
Member Benefit
EAA'S NEW
PLATINUM VISAe CREDIT
CARD
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 40/44
NOM IN T ION S
FOR EAA DIRECTORS
Pursuant to the Amended and
Restated Articles
and Bylaws of
Experimental A
ircraft
Association,
Inc., the President has designated
six (5) members
of
the Association
to act
as
the Nominating Committee
to receive nominations for Class I
Directors. The Committee includes:
Ron
Scott
, Chairman, N8708 Sky
Lane, Rt. 1 , East Tro
y, WI 53120 ;
Zonnie Fritsche
,
W6
305
Peninsula
Court, Neshkoro,
WI
54960; Robert
D. Lumley , 1265 S 124th Street ,
Brookfield, WI 53
005
; Cody
Welch
,
8529 Pineview Lake
Dr,
Linden,
MI
48451; and Harry Zeisloft , 2787
Leisure World, Mesa,
AZ
85206.
By
this
notice, nominations are
hereby solicited for the nine (9) Class
I Director positions to
be
filled at the
2007 Annual Membership Meeting.
Nominations for
these positions
shall
be
made
on
official nomination
forms
that
may
be
obtained by mail
(at Experimental Aircraft Association,
Inc., c/ o Tom Poberezny, P.O. Box
3086,
Os
hkosh, WI 54903-3086) or
bye-mai l [email protected].
The nominat ion pe t ition shall
include a recent
3x5
photo or full
resolution two megapixel (300 DPI)
photo
of the candidate and shall
contain
a
brief resume of
his
or
her
background
and
experience.
Candidates must be current
EAA
members.
Each petition shall
require
the
signatures of at
least
twenty-five (25)
EAA
members, along
with such members' EAA numbers
and membership expiration dates .
Nomination petitions shall be
submitted to
the
Chairman
of
the
Nominating Committee,
Ron
Scott,
c/ o EAA Headquarters, P.
O.
Box
3086,
Oshkosh, WI
54903-3086
,
no later than February 27
2007.
2 7
MAJOR
FLy-INS
For
details on EM
Chapter
flY'ins and other local aviation events, visit .
eaa.o
r
event
s
U.
S.
Sport
Aviation
Expo
Sebring Regional
Ai
rport
,
Sebring
,
FL
Januar
y
11-14, 2007
www
.
Sport Aviation Expo
.
com
Sun 'n
Fun
Ay-In
Lakeland
Linder Regional
Airport
(LAL), Lake
land
,
FL
April 17-23, 2007
www.Sun N Fun.org
EAA Southwest Regional-The Texas Ay-In
H
ondo
Municipal Airport (HDO), H
ondo
,
TX
EAA AirVenture Oshkosh
Wttman
Regional
Airport
(OSH),
Oshkosh
,
WI
July 23-29, 2007
www.AirVenture.org
EAA MId-Eastern Regional Ay-
In
Marion Municipal
Airpo
rt (MNN
),
Marion, OH
August
25-26, 2007
http:
MERA.info
Virginia
Regional EAA Ay
-In
Dinwiddie
County
Airport (PTB), Petersburg,
VA
October 6 7 , 2007
The Nominating Committee
shall
verify the signatures included
on
all
nomination petitions.
I f insuff ic
ient nominations
are received
,
the
Governance
Committee of the Association Board
of
Directors shall make additional
nominations of its own.
The Annual Business Meeting
will be held during
EAA
AirVentu re
Oshkosh , which
is
scheduled for
July
23
through July
29, 2007. The
Business Meeting will be held at
the Theater in the Woods at 10:00
a.m. CDT on
Saturday,
July
28,
2007 at Wittman Airport, Oshkosh,
Wisconsin.
Voting instructions
and procedures will be published
in a
forthcoming
issue
of
SPORT
AVIATION and SPORT PILOT.
Alan Shackleton
Secretary
Experimental Aircraft Assoc.,
Inc.
T h e fo ll ow ing
li
s t o com ing eve nts is
furnished to ollr readers as a
matt
er of infor
mation only and does not constitute approval,
sponsorship, invo lve
men
t
co ntrol, or direc
tion ofany event fly-in,
se
minars fly ma
rket
etc.) listed.
To
subm
it
an event, send the in
fo rmation via ma
il
to: Vintage A
ir
plane, P.O .
Box 3086
Os
hkos h, WI 54903-3086 . Or
e-m a
il
the in fo r
ma
tion to: v in tagea i rcraft@
eaa.arg. In formation should be rece ived four
months prior to the event date.
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 41/44
Flight
Control Cables
Custom Ma
nuf
actured!
Some t h i n g
to
buy se l l o r
t r ade?
Classified Word
Ads:
$5.50 per 10 words, 180 words maximum, with
boldface lead-in on first line.
Classified Display Ads:
One
column wide
(2.167
inches)
by
1, 2, or
3 inches high at 20 per inch. Black and white only, and no frequency
discounts.
Advertising Closing Dates: 10th of second month prior to desired
issue date (i.e., January 10 is the closing date for the March issue). VAA
reserves the right to reject any advertising
in
conflict with its policies.
Rates cover one insertion per issue. Classified ads are not accepted via
phone. Payment must accompany order. Word ads may be sent via fax
(920-426-4828) or e-mail ([email protected]) using credit card payment
(all cards accepted). Include name on card, complete address, type
of
card, card number, and expiration date. Make checks payable to
EAA.
Address advertising correspondence to EAA Publications Classified Ad
Manager,
P.O
. Box 3086, Oshkosh, WI 54903-3086
Airplane T-Shirts
www.aircraftnotes.com:
Aircraft
150 Different Airplanes Available reviews, comments, & ideas
WE PROBABLY HAVE
YOUR AIRPLANE
BABBITT
BEARING
SERVICE
www.airplanetshirts.com
-
rod
bear
i
ngs
,
main bearings
,
q
1
Each Cable is Proof Load Tes ted
and
Pr
estretched for Stability
*Quick D elivery
Reasonable Prices
*Certification to MI
L-
T
-6
11 7
& MIL-C-5688A
*1 /
16
" to 1/ 4"
Certified Bulk Ca ble and
Fittings are Av
ail
able
' --McFarlane·
McFarlane
Aviation Products
McFarlane
Aviation,
Inc
.
696 E. 1700 Road
Baldwin
City KS
66006
800-544-8594
Fax 785-594-
39
22
www.mcfarlaneaviatio
n.
com
69 VIs.f
Iliill
1-800-645-7739
Flying wires available. 1994 pricing.
Visit www.flyingwires.com
or
call
800-517-9278.
THERE'S JUST NOTHING LIKE IT
ON THE WEB!!
www.aviation-giftshop.com
A Website with the Pilot in Mind
(and those who love airplanes)
Warner engines. Two 165s, one fresh
bushings
,
master
rods ,
valves
,
piston rings. Call us
Toll Free
1-800
233-6934, e-mail
ramremfg@
ao l
.
com Website www.ramengine .com
VINTAGE
ENGINE MACHINE WORKS ,
N. 604 FREYA ST., SPOKANE, WA
99202
LET BRENCO HELP YOU GET YOUR
IA CERTIFICATE-Brenco has a
25 year history
of
training A&P's to
obtain their Inspection Authorization.
Courses are offered every year in
Flight
Comes
~ A L I V E ~
View more
than 170
airplanes
and
20,000
historic
aviation
artifacts at one of the finest
aviation museums in the world.
Members get
in
FREE!
VINTAGE
e m b e r s h i ~ Services Directory
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 42/44
AIRCRAFT
ASSOCIATION
OFFICERS
President
Vice-President
Geoff Robison
George Daubner
1521 E. MacGregor Dr.
2448 Lough Lane
New Haven, IN 4677 4 H
artf
ord , WI 53027
260-493-4724 262-673-5885
clzie{[email protected] vaaf1yboyC..m,ns/l.cOIlI
Secretary
Tr
easur
er
Steve Nesse
Cha rles
W.
Harris
2009 Highland Ave.
72 15 East 46t h
51.
Albe rt Lea,
MN
56007
Tulsa, OK 74 147
507-373-1674 9 18-622-8400
s
hl
es@ deskmeriia .co
l1l
cwh@h vsu.com
DIRECTORS
Steve Bender
85 Brush
Hill
Road
Sherborn , MA 01770
508-653-7557
sst 100comcast. llet
David Bennett
375 Killdeer Ct
Li ncoln,
CA
95648
916-645-8370
antiqll
er@;
tlr
eacl1.cotll
Jo hn Berendt
7645 Echo J
oi
nt Rd .
Cannon Falls,
MN
55009
507-263-24 14
1IIjb{[email protected] l
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317 -839-4500
J
oh
n
S.
Cope
l
and
1A Deacon Street
Northborough, MA 0 1532
508-393-4775
cope ialull@ l lno.com
Phil
Co
ulson
28
4)
5 Springbrook Dr.
Lawto
n , MI 49065
269-624-6490
Da le A. Gustafson
7724 Shady
Hill
s Dr.
Indi
anapO
li
s,
IN
46278
3 17
293-4430
daie(aYL-@
m5l1.co
m
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205
dinghao
@owc.
lIet
Espie
"Butch"
Joyce
704 N. Regional Rd .
Greensboro,
NC
27409
336-668-3650
wiud
sock@ao i.
(O
lll
Steve Krog
1002 Heat her Ln .
Hartford , WI 53027
262-966-7627
sskrog@nol.(oHl
Robert D. "Bob" Luml ey
1265 South 124th St.
Brookfi eld, WI 53005
262-782-2633
IlImper@execp
c.COtII
Gene
Morris
5936 Steve Cou rt
Roa noke, TX 76262
8 17-491-9110
ge l lemorris@
c lwrtc
r.
ll
t t
Dean Richardson
1429 Kings Ly
nn Rd
Stoughton,
W I 53589
608-877 -8485
dar@apr;/a ire.(o1ll
S.H. "Wes"
Schmid
2359 Lefeber Avenu e
Wauwatosa,
WI53213
414-77 1- 1545
shsc/lmid@m
i/
wpc.com
DIRECTORS
EMERITUS
ENJOY THE MANY BENEFITS OF EAA AND
HE EAA VINTAGE AIRCRAFT ASSOCIATION
EAA
Aviation
Ce
nt
er, PO
Box
3086
,
Oshko
sh
WI
54
903-3086
Phone (920) 426-4800
Fax
(920) 426-4873
Web
Si
tes: www.vintagea ircraft.o
rg,
www.airventure_or
g,
www.eaa.org/memberbenefits
E-Mail: [email protected]
EAA
and Division Membership Services
800-843-3612 FAX 920-426-6761
8
:00 AM-7:00 PM Monday-Friday CST)
. New/renew memberships: EAA, Divisions
V intage Aircraft
As
sociation, lAC, Warbirds),
National Association of Flight In structors
NA
FI)
•Address changes
•Merchandise sales
. Gift memberships
Programs and Ac tivit ies
EAA AirVenture Fax-On-Demand Directory
. _ 732-885-6711
Auto
Fuel
STCs .. 920-426-4843
Build/restore information 920-426-4821
Chapters: locating/organizing 920-426-4876
Education
. . 888-322-3229
• EAA Air Academy
• EAA Scholarships
Flight Advisors information .. . . .. 920-426-6864
Flight Instructor information .920-426-6801
Flying Start Program . 920-426-6847
Library Services/Research 920-426-4848
Medical Questions . . _ 920-426-6112
Technical Coun se lors 920-426-6864
Young Eagles ___ . . .. 877-806-8902
Be
nefits
AUA
Vintage In surance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Acc idental 800-241-6103
Death Insurance (Harvey Watt
&
Company)
EAA Platinum VISA Card
..
800-853-5576 ext. 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
. _ . .. . . . . . . . . . .. . . . 877-GAI-ERAC
Editorial .. . .. 920-426-4825
Vintage . FAX 920-426-6865
• Submitting article/photo
• Advertising information
EAA Aviation Foundation
Artifact Donations 920-426-4877
Financial Support 800-236-1025
MEMBERSHIP INFORMATION
E
AA
Membersh ip in
the
Experimental Aircraft
Association, Inc. is $40 for
one
yea r, includ
ing
12 issues
of
SPOR T
AV
I
ATION
_Family
membe
r
ship is
an
additional
$10
annually
_
Junior Members
h ip
(under
19 years
of
age )
is available
at
$23
annua
ll
y.
All
major
credit
cards accepted for membership. Add
16 fo r
Forei
gn
Pos
tage_)
EAA
SPORT PILOT
C
ur
ren t EAA members may
add
EAA
SPORT PILOT
magaz
i
ne
for
an additional
20 per year_
EAA Membership
and
EAA SPOR T
PILOT magazine is available for 40 per
year
SPOR T AVIATIO N
magazine
not
in
cluded).
Add
16
for Foreign
Postage
_
VINTAG
E AIRC
RAFf
ASSOCI
ATIO
N
lAC
Cu
rrent
EAA
members
may join
the
International
Aerobatic Club, Inc
.
Divi
sion and
receive
SPOR
T AEROBATICS
magaZine
for an
additional 45
per year.
EAA Membership, S
POR
T AEROBAT-
ICS magazine
and one
year
membership
in the lAC
Division is
available for 55
per year
SPOR T
AV
IATION magaZine
not included)
.
Add 18 for Fore ign
Postage.)
WARBIRDS
Current EAA members may
join
the EAA
Warbirds
of America
Division
and receive
WARBIRDS magazine for an
additional
$45
per
year.
EAA Membership,
WARB
IRDS maga
zine
and one
year membership
in
th e
Warbirds
Division
is
available
for
55 per
in
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 43/44
8/20/2019 Vintage Airplane - Jan 2007
http://slidepdf.com/reader/full/vintage-airplane-jan-2007 44/44
