Académique Documents
Professionnel Documents
Culture Documents
Ev Cassagneres
Cheshire, Connecticut
Commercial Pilot
Flying since 1945
Ryan Aircraft Historian
Author
Ev has flown more than 100 types of airplanes and he has flown
more Ryan airplane types than any other living pilot.
Dealing in any way with AUA is an old-time pleasure. They
are, courteous, pleasant, thorough, personable, businesslike,
competitive, and on top of that - they love old airplanes and
talk the language too.
Thanks AUA
!
Ev Cassagneres
AUA is Vintage Aircraft Association approved. To become a member of VAA call 800-843-3612.
Q
Experienced agents
Q
800-727-3823
Fly with the pros fly with AUA Inc.
www.auaonline.com
A I R P L A N E
Vol. 39, No. 8
2011
A U G U S T
CONTENTS
2
News
14
20
26
30
34
14
Mystery Plane
by H.G. Frautschy
37
Classified Ads
39
COVERS
FRONT COVER: The jaunty Aeronca Champ restored by Frank Jacobs cruises the skies of
east-central Wisconsin. Since the beginning of the 1980s, the Champ and its sibling, the
Chief, have been favorites of Aeronca restorers, thanks to their simple structure and fine flying characteristics. Many Champs and Chiefs now qualify for operation by operators with sport
pilot certificates. Read about Jacobs Champ in Sparky Barnes Sargents story beginning on
page 6. Photo by EAA Chief Photographer Jim Koepnick
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Production/Special Project
Photography
Copy Editor
Senior Art Director
EAA Chairman of the Board
Rod Hightower
Mary Jones
H.G. Frautschy
Kathleen Witman
Jim Koepnick
Colleen Walsh
Olivia P. Trabbold
Tom Poberezny
Publication Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Email: sanderson@eaa.org
Fax: 920-426-4828
Senior Business Relations Mgr, Trevor Janz
Tel: 920-426-6809
Email: tjanz@eaa.org
Manager/European-Asian, Willi Tacke
Phone: +49(0)1716980871 Email: willi@flying-pages.com
Fax: +49(0)8841 / 496012
BACK COVER: A Course In Aviation for Fifteen Cents a Month the cover copy crowed
about Model Airplane News, now the longest running model airplane magazine published
under the same same name. Model Airplane News ran this cover featuring the Northrup
Alpha mailplane in Januar y of 1933.
VINTAGE AIRPLANE 1
Embracing change
hile President Geoff Robison attends to some urgent family business, Id
like to take this opportunity to thank each of you who attended EAA AirVenture 2011, and if
youre a VAA or EAA volunteer, you
get a double Thank you! for your
efforts. We really could not do it
without you!
Every year Theresa Books, VAAs
administrative assistant, and I enjoy the hectic month of July as our
friends and fellow volunteers head to
Oshkosh from all over North America, and some even come to Oshkosh
from overseas. Its always good to see
so many great folks, many of whom
we get to see only once a year. Some
are faces weve seen for more than 20
years, and others are newer volunteers. Its a great mix of people who
all have enthusiasm for aviation as a
common interest.
So many of us in the EAA family
have strong interests, and this wide
world of aviation is part of what
makes it so interesting. So many of
our fellow VAA members have an
equal interest in homebuilt airplanes,
and quite a few have one or more
of each in their hangars. Within the
VAA family, weve got members who
really like antiques best of all, and
others who really love their contemporary or classic airplanes. Addressing
the needs of each of these groups has
been one of the most challenging aspects for the offerings from the VAA.
Each of them has particular needs,
and at times it can be quite a juggling
act to ensure were doing our best to
meet members expectations with the
resources at hand.
Every day means change; some
changes are for the better, some just
2 AUGUST 2011
VAA NEWS
Marion Cole
Longtime EAA and Vintage Aircraft Association members who
recall one of the earliest pilots flying a 450-hp Stearman in an air
show act will be saddened to hear
of the passing of Marion Franklin
Master Cole, who lost a courageous battle with pancreatic cancer on Friday, July 8, in Louisiana,
at the age of 86. Marion, EAA
Lifetime 48 and a founding (No.
9) IAC member, was a part of the
famous Cole Brothers Flying Circus for 17 years, then flew the lead
Pitts with Bob Heuer and Gene
Soucy in the original Red Devils
formation team. He is a past U.S.
National Aerobatic Champion
and competed as a member of the
U.S. Aerobatic Team at Magde-
VINTAGE AIRPLANE 3
Hall of Fame
John Underwood
Vintage Aircraft Association
4 AUGUST 2011
EAA will welcome and honor five new members to its Spor t
Aviation Hall of Fame on October 29, 2011. All EAA members
are invited to attend the induction ceremony and dinner that
evening in the EAA AirVenture Museum. For tickets, please call
800-236-1025.
VAAs 2011 inductee will be John Under wood of Glendale, California. Author of 10 aviation books and numerous ar ticles concerning aviation histor y, John has had a lifelong fascination with
airplanes since his was a little boy of 7. Later, as an aviation technical writer and illustrator, he earned a living in the industr y, all the
while amassing a vast collection of photographs and aeronautical
materials. His work in the center of one of aviations most active
locations, the Los Angeles basin, gave him access to a number of
aviation luminaries, including Lockheeds Kelly Johnson, test pilot
Tony LeVier (with whom John was par tners in a Monocoupe), air
racing and test pilot Gordon Israel, Alden Brown (designer of the
Brown racer), and even Douglas Wrong Way Corrigan.
Johns dedication to getting histor y right often sees him lending materials and photos to other authors so more people can be
made aware of exactly what happened when.
VAA is pleased to include him in its Hall of Fame, honoring his
contributions to the modern-day effor ts to keep the world of vintage aircraft alive and vibrant through his writings and research.
Do come join us to honor him at the induction ceremony on October 29, 2011.
Nominat
ions
C A L L F OR V I N TA G E A I R C R A F T A S S O C I AT IO N
To nominate someone is easy. It just takes a little time and a little reminiscing on your part.
s 4HINK OF A PERSON THINK OF HIS OR HER CONTRIBUTIONS TO VINTAGE AVIATION
s 7RITE THOSE CONTRIBUTIONS IN THE VARIOUS CATEGORIES OF THE NOMINATION FORM
s 7RITE A SIMPLE LETTER HIGHLIGHTING THESE ATTRIBUTES AND CONTRIBUTIONS -AKE COPIES OF
NEWSPAPER OR MAGAZINE ARTICLES THAT MAY SUBSTANTIATE YOUR VIEW
s )F YOU CAN HAVE ANOTHER PERSON COMPLETE A FORM OR WRITE A LETTER ABOUT THIS PERSON
CONlRMING WHY THE PERSON IS A GOOD CANDIDATE FOR INDUCTION
Mail nominating materials to: 6!! (ALL OF &AME
%!! 6INTAGE !IRCRAFT !SSOCIATION
0/ "OX
/SHKOSH 7)
Remember, your contemporary may be a candidate; nominate someone today!
&IND THE NOMINATION FORM AT www.VintageAircraft.org OR CALL THE 6!! OFlCE FOR A COPY
OR ON YOUR OWN SHEET OF PAPER SIMPLY INCLUDE THE FOLLOWING INFORMATION
s $ATE SUBMITTED
s .AME OF PERSON NOMINATED
s !DDRESS AND PHONE NUMBER OF NOMINEE
s %
MAIL ADDRESS OF NOMINEE
s $ATE OF BIRTH OF NOMINEE )F DECEASED DATE OF DEATH
s .AME AND RELATIONSHIP OF NOMINEES CLOSEST LIVING RELATIVE
s !DDRESS AND PHONE OF NOMINEES CLOSEST LIVING RELATIVE
s 6!! AND %!! NUMBER IF KNOWN .OMINEE MUST HAVE BEEN OR IS A 6!! MEMBER
s 4IME SPAN DATES OF THE NOMINEES CONTRIBUTIONS TO VINTAGE AVIATION
-UST BE BETWEEN TO PRESENT DAY
s !REAS OF CONTRIBUTIONS TO AVIATION
s $ESCRIBE THE EVENTS OR NATURE OF ACTIVITIES THE NOMINEE HAS UNDERTAKEN IN AVIATION TO
BE WORTHY OF INDUCTION INTO THE 6!! (ALL OF &AME
s $ESCRIBE ACHIEVEMENTS THE NOMINEE HAS MADE IN OTHER RELATED lELDS IN AVIATION
s (AS THE NOMINEE ALREADY BEEN HONORED FOR HIS OR HER INVOLVEMENT IN AVIATION ANDOR THE
CONTRIBUTION YOU ARE STATING IN THIS PETITION )F YES PLEASE EXPLAIN THE NATURE OF THE
HONOR ANDOR AWARD THE NOMINEE HAS RECEIVED
s !NY ADDITIONAL SUPPORTING INFORMATION
s 3UBMITTERS ADDRESS AND PHONE NUMBER PLUS E
MAIL ADDRESS
s )NCLUDE ANY SUPPORTING MATERIAL WITH YOUR PETITION
VINTAGE AIRPLANE 5
Making an
Old Friend
JIM KOEPNICK
6 AUGUST 2011
N84856
N
plains. I did
plains
maintenance work for Ozark for
a year in St. Louis and put in four
years of maintenance work in the
Air Force. I got my A&P at Spartan in Tulsa, and I was going to go
through the flight engineer course,
but the airline on the West Coast
that Spartan had contracted to give
us the flight training went out of
business, so I got my multiengine
instrument instead.
Frank first became enamored
with Aeronca Champion airplanes
in 1951. Thats what I did my first
flying in, and thats what I soloed,
he recalls, with a twinkle in his eye,
and I like the airplane!
Champion History
So safeso simplenow anybody can fly boasted Aeroncas advertising of the era, along with the
declaration that the Champ was
Americas No. 1 Low-Cost Plane,
and its pilot was the envy of the
airport. The tandem Aeronca
Champion trainer was designed
by Raymond F. Hermes and manufactured by the Aeronca Aircraft
Corporation in Middletown, Ohio.
8 AUGUST 2011
More
Mor than 8,000 were built, and
just like its predecessors all the way
back through the 1930 Aeronca
C-2, it incorporated aeronautical
engineer Jean Rochs unique triangular fuselage structure.
In February 1946, as production was about to begin, the
Champ was advertised as the easiest plane youve ever flownwith
far greater maneuverability and
greatly broadened range of visibility. Just wait till you see Aeroncas luxuriously finished interior
the extra room and comfortthe
wide safety-swing door! Improved
brake system and tie-down rings
that are built in.
Features also included 300degree visibility from the cockpit,
a 38 mph landing speed, and standard oleo landing gear. So it was
easy for a pilot to let his gaze roam
over a pastoral landscape and the
open sky, thanks to the Champs
low-profile nose, a one-piece Plexiglas windshield, and rather large
side and rear windows. And with
its slow landing speed and shockabsorbing gear, the Champ could
alight as softly as a flower petal
BRADY LANE
Frank Jacob
VINTAGE AIRPLANE 9
10 AUGUST 2011
Jim Miller [of Ohio]. They were super helpful and mixed the original
Champ colors for me.
Frank incorporated a few modifications to his Champ, by means
of various STCs. Through his research, he discovered one from
Cashmere Aviation Inc. (STC No.
SA4760NM) that allowed him to
use Marson Klik-Fast blind rivets to
attach the wing fabric to the ribs,
as opposed to using the original
Finishing Touches
New and old ribs are mounted on the new spruce spars.
ors. The brown paint was locally available, and the coordinating brown crackle coating on the instrument
panel was available in a handy spray can from Kennedy Manufacturing Company (it makes tool boxes) in
Van Wert, Ohio.
Frank purchased the interior flocking kit from DonJer
Products Corporation in Winnebago, Illinois. The kit, he
says, consists of one spray gun with glue and another
spray gun with powder. You spray the glue on the surface; then you spray the powder and it sticks to it, explains Frank, adding, Any excess falls off, and eventually
it looks like suede. I had everything ready to spray, but I
had the wrong fitting to plug the spray gun into the air
hose. So I ran to town and went to all the places I could
think of, but nobody had the right fitting. It was late in
the day, and I was discouraged, so I just brushed it on the
cabin wall. So now, if you get the light just right, you can
see little brush marks. Spraying is the way to go!
JIM KOEPNICK
VINTAGE AIRPLANE 13
Carburetors
BY
STEVE KROG
To highlight the special attention that must be paid to even the simplest of mechanical
items like the reliable Stromberg carburetor, the photos are of the work per formed by Bob
Kachergius of Uni-Tech.
Ever wonder why your J-3 Cub,
identical to your friends Cub in
every way (i.e., engine, prop) just
doesnt perform like your friends
Cub? Youve checked everything,
including compression, timing, and
identical Stromberg carbs including
the same type of fuel, but still your
Cub is continually outperformed.
The empty weight for both Cubs is
nearly identical, and you and your
friend are within five pounds of
one another. Why does your Cub
seem so sluggish on takeoff, but the
other Cub just leaps into the air?
This issue has puzzled Cub owners for decades, but finally there appears to be a cause and solution on
the horizon. Its the carburetor!
I recently had an opportunity to
sit down with Robert Kachergius,
Uni-Tech Air Management Systems
14 AUGUST 2011
Above and below: The three-legged fuel level measuring tool must be used in conjunction with the
proper amount of fuel feed pressure, or head, so the needle and seat will be set properly. Before the
carb is reassembled, the parting surfaces of the carb are carefully checked for flatness using a granite
surface block.
For more explanation on the reason for the fuel level sitting at an angle in the float bowl, see
the photo on page 18.
not hitting the edge of the main
metering jet. Operating under
these circumstances the float was
restricting fuel flow, so the engine
was only producing about 60 percent to 65 percent power due to
restricted fuel flow.
Bob had a number of the Stromberg carbs on hand and pulled several of them apart to check float
travel and drop as well as clearance
near the main metering jet. Bob further disassembled each of the carbs
to carefully measure the position,
angle, and height of the main metering jet. Nearly half of the carbs had
restricted float travel due to contact
with the main metering jet. It became quite apparent that a number
of these carbs had been incorrectly
VINTAGE AIRPLANE 15
Fuel DripWho
Gets the Blame?
By Bob Kachergius
ENGINE MFR
ENGINE MODEL
HORSEPOWER
FUEL FEED
65
75
80
75
CONT
3628
A30177
CONT
4631
A-65
A-75
A-80
A-75 (Stinson)
380162
380167
380171
380172
380174
380231-3
380231
391090
391156
391229-1-2
391257
391716-1
392458
CONT
CONT
CONT
CONT
CONT
CONT
CONT
CONT
CONT
CONT
CONT
CONT
CONT
40059
40590
36019
40636
24716
-------------------------531157
-----
4805
C-75
C-85
C-75
C-85
C-75-12
C-9012F
C-90
C-90
C-90
C-90-14F
C-90-14F
A-50
A-65
A-75
A-80
A-80
75
85
75
85
75
90
90
90
90
90
90
50
65
75
80
80
GRAVITY
GRAVITY
GRAVITY
GRAVITY
50 HEAD
GRAVITY
GRAVITY
PRESSURE
PRESSURE
GRAVITY
GRAVITY
PRESSURE
GRAVITY
GRAVITY
GRAVITY
GRAVITY
PRESSURE
3 PSI /
.048 FLOAT
DROP
GRAVITY
50335
36020
A-100
A-100
100
100
GRAVITY
PRESSURE
35885
36109
36109
A-50
A-65
A-65
A-75
A-65-8
50
65
65
75
65
GRAVITY
PRESSURE
PRESSURE
CONT
CONT
380205
380206
CONT
CONT
CONT
This chart details the proper engine/application with the model number stamped on the carb body.
VINTAGE AIRPLANE 17
18 AUGUST 2011
708-267-7111
13221 WINDWARD TRAIL
ORLAND PARK, IL. 60462
uni-tech@earthlink.net
VAA HATS
$14.99*ea.
Tangerine Cap
Splash Cap
52658252
5265691314031
www.shopeaa.com/vaa
Telephone Orders: 800-843-3612
VINTAGE AIRPLANE 19
THE
UNIQUE
BY
LONGHEAD S-1
BOB WHITTIER
EAA 1235
Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!HGF
20 AUGUST 2011
Obviously the result of a lot of pattern work and concrete mixing, the fuselage molds for the S-1 were solid and durable. While books on the Lockheeds
claim birch plywood was used for lamination, material visible to the right looks
more like some kind of veneer.
cal returning military pilot would
be one who was accustomed to flying a fast and nimble single-seater
or at least being in total command
of a two-seater.
Airplane fuselages of that time were
tediously put together from wooden
longerons and cross-members
held together with a great many
intricate metal fittings, braced
against bending and twisting with
many crisscrossing steel cables
and trued up by expertly adjusting a multitude of turnbuckles.
All of this was much too laborintensive for a plane meant to be
sold to civilians at the lowest feasible price. For this reason they
developed a more suitable form
of construction, which will be described shortly.
They also decided that their
plane should perform well enough
to have a reasonable chance of satisfying pilots accustomed to flying
lively military planes, within the
limitations set by an economical
selling price. Yet at the same time,
because real airports with good
runway and hangar facilities were
at that time still very few in number and far apart, they agreed that
their plane would have to be able
to take off from and land on whatever modest-sized clearing owners
might be able to find.
VINTAGE AIRPLANE 21
This view of the S-1 in flight suggests that the German Albatros of World War I could have been the inspiration for its
overall shape.
strong laminate using whatever a
builder chose in the way of tacks,
staples, and glues. Sometimes laminations sprung apart before the
glue set adequately.
They were not, by the way, the
only ones looking for an alternative to the wood-and-wire type
of construction. While they were
building their S-1 in early 1919,
the Curtiss company on Long Island in far-away New York built
a number of Curtiss Oriole threeseater biplanes that had fuselages
made with Curtiss version of the
laminating process. The fuselage of
an Oriole can be seen and studied
today at the Glenn H. Curtiss Museum at Hammondsport in central
New York.
The Lougheads came up with
the idea of using large concrete
molds in which to laminate right
and left shells from which to assemble a complete fuselage. While
very heavy, concrete was inexpensive and admirably rigid. The glue
most generally used for aircraft
construction in those days was
of the casein type, made of dehydrated milk curds ground into a
22 AUGUST 2011
powder and then mixed with water for use. Commercial glues of
this kind usually had additives in
them to impart desirable characteristics. While water-resistant for
periods of time reckoned in terms
of a few days immersion, it was
not truly waterproof.
Information in available literature is vague and confusing, but
it appears the Loughead team
gradually devised a method of
preparing materials and positioning them in the concrete molds.
Three layers of very thin spruce
plywood were laid up, and one
old book claims that layers of thin
cloth were spread between them
to serve as binding membranes.
When the laminating materials were in position in the mold,
a rubber bag was laid in place and
the mold capped with a boltedon cover. Air pressure then forced
the rubber against what would be
the inner surface of the finished
molding. This applied necessary
pressure to assure proper bonding of the glue, absence of voids,
and a smooth outer surface. When
the glue had cured, right- and left-
VINTAGE AIRPLANE 23
Two workmen easily hold the partly completed fuselage of the S-1. In the original 8-by-10-inch photo, strips of veneer
of verifying widths could clearly be seen running in a straight fore and aft direction.
Its a widely acknowledged truth that each new airplane design is based at
least in part on lessons learned from previous aircraft. In 1927 the Lockheeds (having changed the spelling of their family name) based the fuselage
of their Vega on the construction method used for the 1919 Loughead S-1,
combined with Anthony Fokkers method of making wooden cantilever wings.
struts and brace wires should be
kept to a minimum for the sake of
minimizing wind-resistance while
retaining the strength and rigidity
created by trussing biplane wings
together with a system of struts and
crisscrossed wires. The Germans
imitated this approach in their Albatros fighters, and we can see a resemblance to the Albatros lines in
those of the Loughead S-1.
The S-1s lower wings also had
no ailerons. Because each had but a
single spar, it was feasible to make
fittings that attached them to the
fuselage in such a way as to al-
24 AUGUST 2011
VINTAGE AIRPLANE 25
Vintage
Mechanic
THE
BY ROBERT G. LOCK
26 AUGUST 2011
Illustration 1
Weick (Illustration 2) authored
a number of technical papers for
NACA regarding his research on
engine cowlings, both full-pressure cowlings and speed rings.
Weick was also interested in designing a safe aircraft, one that
would not stall or spin. His design was wind tunnel tested in
the Langley facility, and a fullsize aircraft was constructed and
flown as a proof-of-concept vehicle, but it never went into production. Weick and his staff made
numerous wind tunnel tests of
various configurations and installations of engine cowlings. All
showed a tendency to reduce par-
Illustration 2
L I N C O L N
EAA members are eligible for special pricing on Ford Motor Company
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Early cowling
experiments tended to
reduce drag
but increase the
engine-operating
temperature, especially
the oil temperature.
Illustration 4
Illustration 3 depicts experiments with a wide
and narrow speed ring configuration shown with
mounting locations forward and aft on the cylinder heads. The location of the speed ring would
give varying drag decreases and would also affect
engine cooling. Early experiments were carried out
using a Wright J-5 radial engine, but were expanded
to other radial engines of the time. Oscar W. Schey
and Ernest Johnson authored NACA Technical
Notes No. 334, and Melvin Gough authored No.
335 dated February 1930.
Illustration 5 shows a photograph of experimental military aircraft used for flight testing and validating the NACA speed ring engine cowlings. Not
only was drag measured but also engine cooling.
Early cowling experiments tended to reduce drag
but increase the engine-operating temperature, especially the oil temperature.
The full-pressure NACA cowl installed on a Curtiss AT-5 aircraft, ready for another test flight in the
early 1930s, is shown in Illustration 5. The development of this speed ring was a major breakthrough
for all World War II aircraft.
NASA
Illustration 5
Illustration 3
28 AUGUST 2011
As the team
continued the
experiments, it
became
apparent that
something
other than
the cowling
was needed.
NASA
Illustration 6
Curtiss P-3 Hawk with Townend
ring cowling.
NASA
Illustration 7
Curtiss P-3 Hawk with NACA
cowling.
Engine cowlings became a method
to increase performance of an aircraft, both in speed and range. This
invention was to have a profound
effect on future aircraft.
polyfiber.com
information@polyfiber.com
800-362-3490
Vintage
Instructor
THE
30 AUGUST 2011
Go Wide.
Go Deep.
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32 AUGUST 2011
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VINTAGE AIRPLANE 33
by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane is of foreign manufacture during the first
world war; it came to us from the collection of Harry Fenton.
M AY S M Y S T E R Y A N S W E R
34
VINTAGE AIRPLANE 35
36 AUGUST 2011
EAA ARCHIVES
Specifications:
Wingspan
35 feet 6 inches
Length
8 feet 7 inches
Gross weight
2,200 pounds
Empty weight
1,470 pounds
Engine
Fuel burn
9 gph total
Range
500 miles
Top speed
Cruise speed
115 mph
Landing speed
48 mph
Takeoff
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Upcoming Major
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*Shipping and handling NOT included. Major credit cards accepted.
WI residents add 5% sales tax.
VINTAGE
TRADER
S o m e t h i n g t o b u y,
sell, or trade?
Classified Word Ads: $5.50 per 10
words, 180 words maximum, with boldface
lead-in on first line.
Classified Display Ads: One column wide
(2.167 inches) by 1, 2, or 3 inches high at
$20 per inch. Black and white only, and no
frequency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date (i.e.,
January 10 is the closing date for the March
issue). VAA reser ves the right to reject any
advertising in conflict with its policies. Rates
cover one insertion per issue. Classified ads
are not accepted via phone. Payment must
accompany order. Word ads may be sent via
fax (920-426-4828) or e-mail (classads@
eaa.org) using credit card payment (all cards
accepted). Include name on card, complete
address, type of card, card number, and
expiration date. Make checks payable to EAA.
Address advertising correspondence to EAA
Publications Classified Ad Manager, P.O. Box
3086, Oshkosh, WI 54903-3086.
MISCELLANEOUS
www.aerolist.org, Aviations Leading
Marketplace.
SERVICES
Theres plenty more . . .
VINTAGE AIRPLANE 37
VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
stnes2009@live.com
Treasurer
Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555
608-592-7224
lodicub@charter.net
DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
sst10@comcast.net
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508-393-4775
copeland1@juno.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
DIRECTORS
EMERITUS
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com
Charlie Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@charter.net
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pathwaynet.com
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
John Turgyan
PO Box 219
New Egypt, NJ 08533
609-752-1944
jrturgyan4@aol.com
TM
TM
airventure@eaa.org
sportpilot@eaa.org
stc@eaa.org
airacademy@eaa.org
scholarships@eaa.org
slurvey@eaa.org
membership@eaa.org
membership@eaa.org
vintage@eaa.org
tbooks@eaa.org
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family
membership is an additional $10 annually. All
major credit cards accepted for membership.
(Add $16 for International Postage.)
FOREIGN MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.
WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional
$45 per year.
EAA Membership, WARBIRDS magazine and one year membership in the
Warbirds Division is available for $55 per
year (SPORT OficAVIATION magazine
not included). (Add $7 for International
Postage.)
IAC
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright 2011 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES Please allow
at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING Vintage Aircraft Association does not guarantee or endorse any product offered through the
advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo and Aeronautica are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
38 AUGUST 2011
Introduction
I fly a restored Beech Bonanza,
a beautiful Twin Beech, a very nice
Bell 47, and a beautifully restored
Cessna 140A. These planes attract a
lot of aviation enthusiasts, including some FAA personnel. When aviation enthusiasts approach me to
look in my aircraft, I almost always
invite them aboard. I enjoy sharing
my aircraft with like-minded people.
When FAA people approach and
they are off-duty, the same invitation usually occurs. However, when
an FAA person approaches, pulls out
The Form
The form was simple; it was a list
of item names or descriptions, followed by a blank to fill in the response. It is as follows (with a few
simple explanations that will follow the form):
Notice that not all blanks need
to be filled in, depending on your
flight and your flying. For example,
if you are not flying any IFR, then
items like the VOR check and the
IFR charts do not have to be available for the ramp check. Many, if
not most, vintage GA aircraft do
not have MELs; therefore, there will
not be a requirement to inspect the
MEL and make sure that it is onboard. If all flights are within the
United States, then there will be
no requirement for radio station licenses. But the basics for the pilot
(e.g., license and medical) and the
basics for the plane (e.g., airworthiness certificate and registration
certificate) must be available for inspection and be in order.
VINTAGE AIRPLANE 39
$13.99
$9.95*
Womens Web Belts
Choose from an array of bright colors
with a silver tone buckle which has
the VAA logo lasered on the front. Can
adjust to approximately 35.
52651256 Fucia
52651252 Navy
52651257 Yellow
52651254 Olive
52651258 Green
52651255 Red
52651259 Grey
$19.99*
40 AUGUST 2011
CHILI RED
Tote
$21.95*
Cap
$14.99*
Mens Golfshirt
$29.99*
$14.99*
Splash Caps
5265825900000
Pilot Gear
5265302500000 Cream
5265825200000
$19.99*
$41.95*www.shopeaa.com/vaa
Telephone Orders: 800-843-3612
From US and Canada (All Others Call 920-426-5912)
*Shipping and handling NOT included. Major credit cards accepted.
WI residents add 5% sales tax.