AG

A N E

VOL. 34, NO. 9

SEPTEMBER

2006

C ONT' E N TS

Straight & Level

by Geoff Robison

VAA News

VAA Awards
AirVenture Oshkosh 2006

Restoration Corner
Where to Start
by Butch "Espie" Joyce

Th e Flagsh ip Detroit DC-3

Grand Old lady of American Airlines
by Sparky Barnes Sargent

16

Th e Aircraft Yearbook Drawings

An original piece of aviation illustration
by H.G. Frautschy

18

My Fairchild Story
A Fairchild 24G tugs at my heart
by David Gustafson

26

Wally's Cessn a
Old airplanes bring people together
by Jennifer Jacob

34

Mystery Plane
by H.G. Frautschy

36

Th e Vintage Instructor
Don't hurry, be safer!
by Doug Stewart

38

Calendar

39

Classified Ads

COVERS

FRONT COVER: The Douglas DC-3 "Flagship Detroit " restored by the Flagship Detroit Foundation,

highlights the Golden Age of Aviation 's brilliance, See Sparky Barnes Sargent's story on the grand

old lady of the airline, beginning on page 9. EAA photo by EAA's chief photographer, Jim Koepnick .

EAA Cessna 210 photo plane flown by Bruce Moore,

BACK COVER: Dave Gustafson, an editor of this magazine during the 1970s, has a new love, one

his wife Elena can share: a Fairchild 24G, powered by his favorite type of engine, a 145-hp Warner

Super Scarab radial. Photo by Dave Gustafson . Fairchild 24 flown by Carl Gustafson,

STAFF

Tom Poberezny
Scott Spangler
H,G , Frautschy
Jennifer Lehl
Kathleen Witman
Ric Reynolds
Jim Koepnick
Bonnie Bartel Kratz
Sue Anderson
Advertising Coordinator
Louise Schoenike
Classified Ad Coordinator
Colleen Walsh
Copy Editor
Director of Advertising
Katrina Bradshaw
Display Advertising Representatives:

EAA Publisher
EAA Editor-in-Chief
Executive Director/Editor
Administrative Assistant
Managing Editor
News Editor
Photography

Northeast: Allen Murray

Phone 609265 1666, FAX 6092651661 , email: aJ/elllnllrray@)nil/(lspring.wm
Southeast: Chester Baumgartner
Phone 7275324640, FAX 727532-4630, email: rba llm [email protected]
Central: Todd Reese
Phone 8004449932, FAX 8167416458, email: todd""pcmag.com
Mountain & Pacific: Keith Knowlton & Associates
Phone 770-516-2743, e-mail: [email protected]

GEOff ROBIS ON
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

You had to be there!

Tom Poberezny got it right when he

said, "You just gotta be there!" EAA Air
Venture Oshkosh 2006 was yet another
outstanding event. The Vintage area saw
a great number of excellent activities.
If you were present when the
American Barnstormers Tour arrived
on Tuesday, you were privileged to
witness an absolutely unbelievable
scene. I had no idea what to expect
when they arrived at Oshkosh, but
I can tell you this was an extremely
rare appearance of a highly talented
bunch of antiquers who were having
the time of their lives.
The carefully choreographed ar
rival was quite a sight to see. You felt
as if you had been transported back
to the late 1920s. You could actually
imagine yourself suddenly standing
in a freshly cut alfalfa field when out
of the blue sky came 18 antique air
craft swooping onto the field.
Everyone involved was meticu
lously dressed in period clothing,
rushing around arranging the aircraft
into a barnyard-style gathering of fine
machinery. Overheard on the loud
speakers was Frank Rezich carefully
announcing each arrival with the air
craft type, the pilot, and his home
town. Boy, these folks were having
way too much fun. It was a real plea
sure to finally meet all of these fine
folks whom I had the privilege to
work with in planning their visit to
EAA Oshkosh 2006. Well done, folks.
We hope to see you there again at a
future event. Special thanks must go
to Clay "Porkchop" Adams for pro
fessionally holding up his end of the
deal. You guys put on one heck of a
show, and I know it was very much

enjoyed by the entire membership.

With the Barnstormers Tour the
headliner in the Vintage special dis
play area, there were many other ex
cellent gatherings of various types.
We had a very nice display of air
craft all sporting a variety of Conti
nental engines in celebration of the
100th anniversary year of Continen
tal Motors. We also saw a spectacu
lar display of Short Wing Pipers in
the Type Club parking area, along
with a strong number of Swifts, 195s,
Navions, a very lonely Beech Travel
Air, and a really nice handful of Ti
ger Moths.
r also really must mention that the
Staggerwings had a strong showing
of very beautiful aircraft in the an
tique display area. And I know you
sawall of those truly gorgeous How
ards all in a row. There were actu
ally 14 Howards there at the same
time, mostly all parked together. I
overheard that this awesome display
likely represented more than 35 per
cent of the remaining airworthy fleet
of Howards in this country. What a
magnificent sight! Many thanks to
you all for making the Herculean ef
fort to "be there." I hope you all had
as great a time.
Although I have written here about
a great deal of the positives at AirVen
ture 2006, r wanted to acknowledge
that there a lways remains room for
improvement. In the few short days
since my arrival back home, we have
heard about a number of perceived
shortcomings (along with a num
ber of really positive remarks) at this
year's event. I am personally aware
that the EAA board of directors is out

there surveying the membership and

we contin ue to take a very careful
measure of these remarks. So please
continue to make the effort to com
municate to the leadership what's on
your mind regardless of whether it's a
positive or a negative perception.
Now, onto other great news. My
Cessna 120 flies again! Whoopee!
Even though the generator failed yet
again during her maiden post-annual
inspection so journ, it was great to get
her back in the air. With the tempo
rary loan of a spare generator, she's
all spruced up and ready to go for our
EAA Chapter 2 Young Eagles event
this weekend. My 170 looks a little
sad sitting in its hangar, de-cowIed
and somewhat neutered as its annual
inspection progresses. Let's hope this
is a short-term problem.
I am also pleased to report tha t
VAA Chapter 37's new home is pro
gressing quite nicely. This week saw
the arrival of all the new steel sid
ing and insulation for the com
plete overhau l of our newly leased
50-foot-by-100-foot hangar at the
AuburnlDekalb (GWB) Airport in
Auburn, Indian a. The construction
crew continues to report an aggres
sive construction schedule. So stay
tuned for o ur announcement of an
open house event later this year to
show off our new digs .
EAA AirVenture Oshkosh 2007
The world's greatest aviation celebra
tion-Coming July 23-29, 2007. VAA
is about participation: Be a member!
Be a volunteer! Be there!

VINTAGE AIRPLANE

General Aviation's Agenda Set at Oshkosh

Each year EAA brings government officials and
general aviation representatives together at EAA Air
Venture Oshkosh to cooperate on preserving and im
proving general aviation. But it does not end there; the
work done at AirVenture sets the agenda for continu
ing dialogue throughout the year. These key issues
will receive priority EAA attention between now and
AirVenture 2007:
Fight General Aviation User Fees

General aviation fuel taxes help pay for the nation's

aviation infrastructure. That funding mechanism will
expire in September 2007. The Air Transport Associa
tion, a lobby for U.S. airlines, is calling for air traffic
control user fees on general aviation aircraft and pilots
and for a new governing board to control ATC opera
tions-a board that would effectively be controlled by
the airline industry. The general aviation community is
solidly united against the airlines' proposal to pay less
and control more.
EAA will continue to express its opposition to the
airlines' proposal, to Congress, the public, and the FAA.
Reduce the Aviation Medical Backlog

EAA and its Aeromedical Advisory Council have led

the way on this issue, with specific proposals for reduc
ing the FAA's backlog of medical certification cases in
Oklahoma City-especially special issuance certifica
tions. The FAA adopted several of EAA's proposals ear
lier this year.
At the July 26 Meet the Administrator forum, Marion
Blakey announced two more significant changes to ease
the backlog: extending the interval for first-class medi
cal certificates from six months to a year, and third-class
medicals from three to five years for pilots younger than
40. The council will cootinue to work with the FAA to
address this and other aviation medical issues.
Support Aging Aircraft-'Keep 'em Flying'

Seven industry-led work groups are working on issues

related to aging general aviation aircraft. That initiative
was launched at an FAA Aging Aircraft Summit earlier this
year; work groups gathered for a progress report at Air
Venture. Officials from the FAA said the agency's goal is to
keep aging airplanes flying safely, not to stop them from
flying, and the FAA is looking for grassroots solutions to
the challenges facing aging aircraft. EAA and VAA will
continue to be an active participant in this process.
2

SEPTEMBER 2006

Finish Implementing the SP/LSA Rule

The FAA, with input from EAA and others, has made
tremendous progress toward full and final implementa
tion of the sport pilot/light-sport aircraft rule, issued in
September 2004. Several areas of concern remain:
Complete the transition of all ultralight pilots who
wish to convert to the sport pilot certificate by the
January 2007 deadline, and complete the transition
of ultralight trainers (so-caned "fat ultralights ") to
light-sport aircraft by the January 2008 deadline. EAA
is providing information, materials, and assistance to
ultralight pilots and owners.
Allow amphibiOUS aircraft to qualify for the light
sport aircraft category. The EAA will wor~ to resolve
this issue in time to allow owners to complete the
transition of amphibiOUS ultralights to light-sport
aircraft by January 2008.
Support and promote the internationalization of light
sport aircraft standards. Many countries have adopted,
or will adopt, some version of SP/LSA. Australia has ad
opted the ASTM voluntary standards for LSA; Europe
and Canada are considering doing the same. EAA will
support and promote this and other initiatives to cre
ate a truly global LSA marketplace and community.
Reduce the Regulatory Obstacles FaCing Air Shows

A new FAA air show waiver policy could place sig

nificant hurdles in the path of AirVenture and count
less other air shows and fly-ins held each year. EAA will
continue to work toward improving the understanding
and implementation of the new air show waiver policy,
to maintain the outstanding overall safety record of
U.S. air shows and to ensure the public can continue to
enjoy flying exhibitions of aircraft and aerobatics.
Preserve and Strengthen the 51 Percent Rule

The FAA's Sl percent rule, issued in 19S2, is the foun

dation of the homebuilt aircraft movement. The FAA
strongly supports preserving the Sl percent rule, but the
FAA and EAA agree there are problems, including how
to define consistently what constitutes Sl percent of the
work of constructing an airplane and how to treat in
creasingly popular "commercial builder assistance" pro
grams that seemingly violate the letter and spirit of the
rule. Blakey recently appointed a new Aviation Rulemak
ing Committee (ARC) to advise the FAA on strengthening
the rule, and named Earl Lawrence, EAA vice president of
industry and regulatory affairs, as its co-chairman.

Blakey Brings News on Medicals, User Fees

In her fourth AirVenture Meet the Administrator fo
rum , FAA leader Marion Blakey made several medical
announcements, discussed user fees, and reported
on encouraging general aviation (GA) safet y trends
before an overflow crowd July 26.
The average time for receiving a special issuance
medical certificate is now just 16 days , down from
several months just a short time ago, she said, at
tribut ing the improvement in pa rt t o her Meet the
Administrator session last year.
Blakey credited EAA's Ae romed ical Advisory Coun

FAA Administrator Marion Blakey arrives at EAA AirVenture af

ter a flight in EAA's Pitcairn PA-7 Mailwing, flown by EAA Direc
ance process. Information technology investments at tor of Flight Operations Sean Elliott.

cil with creating ideas for improving t he spec ial issu

the FAA are also making the improvement possible.

Blakey also announced she had signed off on the start of a rulemaking process to extend the term of a first-class
medical certificate from six months to one year and to extend the term of third-class medica Is for pilots youner than the
age of 40 from three years to five . These two changes alone will reduce annual appl ications by an estimated 75 ,000,
resulting in quicker service for everyone .
She also reported that the number of conditions for which participating aviation medical examiners (AMEs) can ap
prove special issuance med icals has increased from 20 to 35. The FAA is also working with EAA and others to encour
age more AMEs to participate in the special issuance program.

Sen. Inhofe Announces

September ADIZ Hearings
Sen. James Inhofe (R-Oklahoma)
took to the EAA AirVenture podium
Friday, July 28, to announce he
would soon chair a hearing involv
ing FAA, DOD, and DHS officials and
leaders of GA organizations . The
subject: the Washington, D.C., air
defense identification zone CADIZ)
and why those agencies have not
justified its continued existence as
mandated by the rules under which
it was established.
"Both Tom Poberezny and (AOPA
President) Phil Boyer told me the
FAA and the DOD (Department
of Defense) and the DHS (Depart
ment of Homeland Security) refuse
to meet with the aviation commu
nity," Inhofe said. "So I'm announc
ing right now that in my committee
room, on September 12, we're going
to have the very top peop le at the
FAA, DOD, and DHS meet with lead

ers of GA organizations and discuss

the future of the ADIZ."
Th e senator, who chairs the En
vironment and Public Works Com
mittee, also announced he's against
the amendment to the Clean Air
Act t hat would require all fuel for
motor vehicles, including that for
GA a ircraft, to contain at least 10
percent alternative fuels (likely eth
ano l) by 2010.
"For every hour a general avia
tion airplane is in the air, it 's some
th ing like a million cars are driving
around, so it doesn ' t make any
sense to subject the aviation com
munity to t hi s imposition," he said.
"I announce here, under no circum
stances is that bill going to see the
light of day. We're going to exempt
aviation from the law."
Inhofe, a longtime GA supporter
and EAA member, attended his 27th
EAA Oshkosh this year with his sons
and grandsons.

-8
VAA Election Results
During the annual VAA member
ship meeting held Sunday, July 30,
2006, VAA Vice President George
Daubner reported that 111 ballots
were received from VAA headquar
ters, and they were counted by trea
surer Charlie Harris and Daubner.
The following officers and directors
were elected to two-year terms:
OFFICERS
President - Geoff Robison; Secre
tary - Steve Nesse
DI RECTORS
Steve Bender, John Berendt, David
A. Clark, Espie M. "Butch" Joyce Jr.,
Steve L. Krog, Jeannie Hill, Robert D.
"Bob" Lumley, Dean A. Richardson.
continued on page 32
VINTAGE A I RPLANE

200&
ANTIQUE AWARDS
ANTIQUE GRAND CHAMPION
(GOLD LINDY)

1939 Lockheed 12A, N18906

Leslie Whittlesey
Coto De Caza, CA
ANTIQUE RESERVE GRAND CHAMPION
(SILVER LINDY)

1944 Howard DGA-15P, N727ST

Frederick Lundeen
Olympia, WA
BRONZE LlNDYS
WORLD WAR II TRAINERILIAISON
AIRCRAFT

1938 Lockheed Electra, N99K

Kent and Sandy Blankenburg
Groveland, CA
TRANSPORT CATEGORY

1937 Lockheed Electra - 12A,

NC18137
Ruth Holden
San Luis Obisbo, CA
CUSTOMIZED AIRCRAFT

1941 Waco UPF-7 , N30188

William Knight
Brodhead, WI

OUTSTANDING CLOSED COCKPIT

MONOPLANE

1941 Piper J3L-65, N35224

Myrt Strong and Bill Rose
Barrington, IL
OUTSTANDING OPEN COCKPIT BIPLANE

1941 Boeing A75N1, N63502

Daniel Barber
Alexandria, MN
CUSTOMIZED AIRCRAFT
RUNNER UP

1944 Stinson V77, N9116H

James Lane
Sulphur Rock , AR
OUTSTANDING

1942 Waco UPF-7, N39748

Joseph Norris
Oshkosh , WI

SILVER AGE (1928-1936)

1930 Waco INF, NC864V

Ted Teach
Dayton,OH
GOLDEN AGE

(1918-1927 )

1927 Swallow, N979

Charles La ird
Indianapolis, IN

CLASSIC GRAND CHAMPION

(GOLD LINDY)

1946 Piper PA-12, N92592

Scott Haggenmacher
Jonesboro, AR
CLASSIC RESERVE GRAND CHAMPION
(SILVER LINDY)

1948 Stinson 108-3, N6364M

Gene Engelskirger
HinkleY,OH
CLASSIC BRONZE LlNDYS

RUNNER UP

CLASS I (0-80 HP)

1929 Curtiss Wright Travel Air 4-0,

N689K
Bruce McElhoe
Reedley, CA

1946 Aeronca Champ, NC83739

C Roberson
Williamson, GA
CLASS II (81-150 HP)

OUTSTANDING CLOSED COCKPIT BIPLANE

1936 Waco YKS-6, N16249

Paul Applegate
Queen City, MO

1950 Cessna 170A, N9971A

Mark Zilinsky
Naperville, IL
CLASS III (151 -235 HP)

OUTSTANDING OPEN COCKPIT BIPLANE

1930 Stearman 4E, N785H

Alan Lopez
Princeton, NJ

BRONZE AGE ( 1937-1941)

1937 Stinson SR-9F, N18425

Richard Rezabek
Canyon Country, CA

CLASSIC AWARDS

SILVER AGE (1928-1936)

WORLD WAR II ERA (1942-1945)

1946 Beech G17S, N80309

Byron Reed
San Antonio, TX

SPECIAL ACHIEVEMENT AWARD

The "Flabob Kids"

1941 Aeronca 65-CA, N33712
Ronald Caraway
Apple Valley, CA

WORLD WAR II ERA (1942-1945)

OUTSTANDING CLOSED COCKPIT
MONOPLANE

1944 Howard DGA-15P, N663H

William Scott
Reno , NV
OUTSTANDING CLOSED COCKPIT BIPLANE

1936 Bucker Jungmann BU 131, C

GDWL
Karl Pfister
Thorndale, ON Canada

1950 Piper PA-20, N7491K

Scott Schaefer
Milford,OH
BEST CUSTOM CLASSIC

1955 Dehavilland DHC-2, N67DN

Douglas Devries
Kenmore, WA
BEST CUSTOM RUNNER UP

1954 Beech E35, N3214C

Jeffrey Deaton
Morehead City, NC
CUSTOM CLASS A (0-80 HP)

SPECIAL AWARDS

1949 Mooney M-18L, N393A

Elizabeth Collins
Carnelian Bay, CA

RUNNER UP

CONTINUOUSLY MAINTAINED AIRCRAFT

AWARD

CUSTOM CLASS B (81 - 150HP)

1937 Spartan 7W, N20200

Steve Marin
Livermore, CA

1947 Fairchild 24R-46, N77661

Michael Thern
Winona , MN

1946 Aeronca 7 AC, N83618

Jack McGlumphy
Camfield , OH

BRONZE AGE (1937- t 941)

SEPTEMBER 2006

CUSTOM CLASS C (151-235HP)

OUTSTANDING TAYLORCRAFT

OUTSTANDlNG BEECH MULTHNGINE

1955 Piper PA-22-20, N20JC

James Clark
Chapman, KS

1946 Taylorcraft BC12D, X-BANC

Jose Quintanilla
Monterrey, Mexico

1963 Beech E18S, N8711

Steven Oxman
Riva, MD

CUSTOM CLASS D (236 AND UP)

OUTSTANDING LIMITED PRODUCTION

OUTSTANDING CESSNA 150

1954 Beech B50, N3682B

Steven Mohns
Mt. Vernon, WA

1953 Taylorcraft 15A, N7915A

Michael Cranson
Marathon, FL

1961 Cessna 150A, N7225X

Robert Martin
Oakland, MI

OUTSTANDING AERONCA CHAMP

PRESERVATION

OUTSTANDING CESSNA 170/1721175

1946 Aeronca 7AC, N1968E

Brandon Jewett
Brighton, CO

1946 Globe Swift, N3303K

Hal Cope
Spring, TX

1957 Cessna 172, N8377B

Robert Schaefer
Tryon, NC

OUTSTANDING BEECHCRAFT

PRESERVATION

OUTSTANDING CESSNA 180/1821210

1948 Cessna 170, N4252V

Daniel Wood
Newnan,GA

1960 Cessna 182C, N182JV

Jim Hollis
Erie, CO

MOST UNIQUE CLASSIC

OUTSTANDING MOONEY

1947 Dehavilland Vampire MK-3,

N6878D
Carl Vernon
Lago Vista, TX

1961 Mooney M20B, N74513

Jim Sopp
Portland, OR

1947 Beech 35, N3088V

John Startz
Houston, TX
OUTSTANDING CESSNA 120/140

1948 Cessna 140, N2165V

John Von Linsowe
Metamora, MI
OUTSTANDING CESSNA 170/180

1954 Cessna 180, N3890C

Bob Brandt
Schaumburg, IL
OUTSTANDING CESSNA 190/195

1949 Cessna 195A, N8266R

Charmian Larson
Spring, TX
OUTSTANDING ERCOUPE

1946 Ercoupe 415-C, N2926H

Arden Krueger
Wausau, WI
OUTSTANDING LUSCOMBE

1949 Luscombe 8F, N2225B

Ronald Carson
San Antonio , TX
OUTSTANDING NAVION

1948 Ryan Navion, N4448K

Andrew Woodside
Ponca City, OK

OUTSTANDING PA-22 TRI-PACER

CONTEMPORARY AWARDS

GOLD LINDY

CONTEMPORARY GRAND CHAMPION

1957 Piper PA-22-150, N7845D

Dave Fancett

Waterville, NY

1946 Piper J3C-65 , N70919

Charles Webb
Fort Worth , TX

OUTSTANDING PIPER PA-24/30 COMANCHE

1964 Piper PA-30, N7331Y

Hans Neubert
Anaheim, CA

SILVER LINDY

CONTEMPORARY RESERVE GRAND

CHAMPION

1961 Piper PA-22-108, N5316Z

David Sanders

Golden, MO

OUTSTANDING PIPER PA-28 CHEROKEE

1966 Piper PA-28-140, N4128J

William Stengl
Minocqua, WI
OUTSTANDING LIMITED PRODUCTION

BRONZE L1NDYS

CLASS I SINGLE ENGINE (0- 160 HP)

1956 Cessna 172, N5148A

Robert Kachergius (Owner)

Edward Turner (Pilot)

Mokena,IL

CLASS II SINGLE ENGINE (161-230 HP)

OUTSTANDING PIPER J-3

1957 Piper PA-22-150, N8430D

David Geiger
Murphysboro, IL

1964 Mooney M20Cj D, N1926Y

Randy Moore

Brookline, NH

1962 Navion G, N1011M

Greg Stewart
Bottineau, ND
PRESERVATION AWARDS

1966 Cessna 172, N3626L

Steve Koshar
Coloma, MI
1959 Piper PA-24-180, N5751P
Jerry Ross
Weatherford, OK

CLASS III SINGLE ENGINE (231 HP & HIGHER )

OUTSTANDING PIPER OTHER

1948 Piper PA-17 , N4612H

James Hudgin
Lewisburg, TN

1959 Piper PA-24 , N6090P

Mike Neunteufel

W Chicago, IL

CUSTOM MULTI ENGINE

1967 Piper PA-30, N245MW

Mark Wagner
Keller, TX

OUTSTANDING IN TYPE

OUTSTANDING SWIFT

OUTSTANDING BEECH SINGLE ENGINE

OUTSTANDING CUSTOMIZED

1948 Temco GC-1B, N1948J

Mark Holliday
Lake Elmo, MN

1960 Beech M35 , N9802R

John Schutes

Brimfield, MA

1964 Cessna 185C, N99HP

Howard Morgan
Longmont, CO
VINTAGE AIRPLANE

Current Editor's Note: This is one of a series of articles concerning the restoration of vintage aircraft. The original
series started in the February 1986 issue of The Vintage Airplane and ran until early 1987.

Where to Start
BY ESPIE "BUTCH" JOYC E

From the very start of your project

you will need the assistance and co
operation of an A&P mechanic or an
IA who will help guide you through
the job. This person will be looking
over your shoulder to be sure that
everything is done prop
erly because he is the one
who will be signing off on
your workmanship.
At all costs, find a knowl
edgeable and enthusiastic
A&P or IA to help you. You
may already know one, but
if not, contact an EAA chap
ter or Vintage chapter and
ask for a recommendation.
If you need to find a chap
ter, visit www.eaa.org and
use the chapter lookup fea
ture.
There should be at least a
few folks at your local chap
ter who can direct you to
someone who will be glad
to assist you. Also, talk with
peopl e who have rebuilt
their own airplanes and ask
who helped them. There
may be mechanics at your
local airport; they could be
a lot of help.
It is becoming increas
ingly difficult (and I don't mean this
in a negative way) to find an A&P
who can explain to you how to re
cover, rib stitch, dope, or do wood
work on older aircraft. This is not
because A&Ps are not interested but
because many have not had the ex
posure. There may be some new A&Ps
who would appreciate the experience
they could gain through your project.

It could be a tradeoff situation where

you could teach them your special
skills and they could teach you theirs.
Most A&Ps like their work, but they
must be compensated. Many have ex
isted on starvation wages for years.

You will be sorely disappointed

if you wait until you are 60 percent
completed with your project before
contacting a mechanic to sign off your
workmanship. By then much of the
work you have done will be covered
and it will not be possible to inspect
it thoroughly. Remember, regardless
of what charges accrue, your A&P
does not have to put his name on the
REPRINT ED FR OM

SEPTEMBER 2006

Vintage Airplane JUNE

1986

line for your workmanship . That's

something the two of you will need
to work out. Be honest and upfront
with him because you are holding
his livelihood in your hands. We all
know what the liability situation is
today. If you can, try to stay
with one person to main
tain continuity throughout
the project.
Before you actually start
working on your project,
you need to consider where
you will be working. If you
are new to an area, an EAA
chapter member will prob
ably know of an area, shop,
or T-hangar you can use.
Get together with him and
investigate the arrange
ments. Some chapters have
community hangars.
Your A&P may also know
of a place where you can work.
He may even have a shop at a
local airport you could share
with him. Contact other re
storers and find out how they
solved the problem.
Some people like to work
at home. From my experi
ence, working at home can
be a four-headed monster.
It's not much fun having your kids
come in, open your dope cans, and
spill the contents all over the floor.
Working at home can also be
lonely. People tend not to drop by
your home to see your progress as
much as they would if you were at a
different location.
Working at home can be ha z
ardous , as paint fumes can get into

your house. Also, a lot of flammable

liquids will be stored where you are
working and your welding torch is an
easy source of ignition.
Finally, working at home may
upset your neighbors. Those of us
who live in rural areas don't have to
worry about this, but in nice devel
opments neighbors just don't appre
ciate seeing a trailer sitting outside
with wings, etc., on it or watching
you tie the tail of your airplane to a
lamppost and fire up the engine for
the first time in years, smoking up
the entire neighborhood.
You might consider renting a T
hangar at the local airport. This could
be fun, as some of your friends may
be working nearby and your hangar
could become a gathering place. Be
fore long you will be outside cooking
hot dogs and hamburgers on a Sun
day afternoon. You may even want
to invite the family.
Of course, you will first need to
check with the fixed base operator or
airport manager to make sure work
ing in a T-hangar is allowed. A com
mon restriction of many FBOs and
municipal airports is the fueling of
your own aircraft in a T-hangar. They
want this done outside.
Another pitfall to avoid is select
ing a work area so far from home that
you can only get there on the week
ends. If you're too far away you'll
likely never finish the project.
Where an EAA chapter has a com
munity hangar they probably will
have an air compressor and other
tools. This may be your best bet.
There will usually be a group hang
ing around that wants to pitch in
and help. This will simplify a project
and make it go much faster in the
long run.
Some folks will build a small shop
or garage behind their house and work
there. People will come by there more
often than they would your basement.
When you have found a place to
work and a knowledgeable person to
help, you're ready to begin . Again,
make sure you have an A&P or IA in
volved with your project from the very
start. It's ideal that he see how every
thing looks before it's cleaned up.

It is also a good

policy not to

disassemble more

pieces than

necessary at

one time.

Disassembly
Rebuilding an aircraft is an elabo
rate process. Rather than get into all
the details, I'd like to give an over
view of what I consider the correct
way to start a rebuild.
The first step is the tear down, or
disassembly. I think it's important
to keep in mind that aircraft compo
nents are basically fragile items. They
have to be light enough to fly. When
we disassemble or move them, we
need to treat them like a crate of eggs.
Remove the fabric gently and keep it
so you will know where to install the
inspection rings and where the con
trol cables exit, etc.
All the items need to be stored
carefully in a dry place, ideaUy where
there will be no overspray and no mice
or rats. Did you know that field mice
and rats just love rib stitching cord?
Nothing is more disheartening than
to do a beautiful cover job on a wing,
set it aside, and later find that all the
rib stitching has been eaten from in
side the wing. When you store items,
tape them up so these critters can't
get inside and make a mess. They do
not like to go outside at night in the
cold to use the john, so if they make
their nest in your wing, it can cause
worse damage than battery acid, es
pecially to aluminum. Try to store the
items not currently being worked on
out of the work area as this protects
them from possible damage.
It is also a good policy not to disas
semble more pieces than necessary at
one time. Restore one piece at a time
at least through silver or through the
primer if it is all metal. (Maybe you
would want to finish painting an all-

metal part). Store each piece in a safe

area before starting the next one. For
example, if you disassemble the fu
selage at the beginning of the proj
ect and then spend a couple of years
working on the wings and tail pieces,
when you get to the fuselage you
probably will have no idea how the
trim tab cables ran. Also, I strongly
advocate taking a lot of photographs
during the disassembly-it makes re
assembly so much easier.
It is helpful to keep the project in
proper perspective. I look at the total
project as individual projects. For ex
ample, 1) the engine; 2) the fuselage
and all it encompasses, including the
landing gear, interior instruments,
etc.; 3) the wings (probably the big
gest single item in a project are the
wings); 4) the tail (you will be sur
prised that the control surfaces will
probably take as much fabric, mate
rials, time, and energy as the wings).
Other miscellaneous items are the en
gine cowling, fairings, struts, etc.

Inspection and Choosing

the Finish
After disassembly, examine each
item with the A&P who is helping
you. Look for dry rot, corrosion, and
things of this nature. Then discuss
the items with him and agree on a
method for cleanup.
I'm a corrosion engineer and a
coatings inspector so I'm going to get
on my high horse now. The finish
ing process will most likely determine
the cleanup method for a particular
item. On a fabric-covered plane you
might choose Stits, Ceconite, etc. If
it is a metal airplane, you could se
lect Alumi-grip, DuPont Imron. All
of these manufacturers have their
own procedures and now is the time
to read all the information available
to you concerning the method. Also,
you may want to talk to people who
have used the different processes.
Be sure to decide on a process that
will make you happy. You are the one
who has to be satisfied with the end
result. When you have decided what
process to use, be sure to follow the
manufacturers' recommendations.
They have invested a lot of time and
VINTAGE AIRPLANE

money in perfecting their processes and

you can rest assured they want satisfied
customers. Remember to use one sys
tem throughout; do not mix systems.
I must stress that proper surface
preparation is the key to success. Paint
ing over corrosion is wasted money. It
is also unfair to would-be buyers.
Another of my opinions that will
probably cause some static is to stay
away from acid dips for surface prep
aration. These big acid tanks might
be okay for stripping furniture and
things of that nature, but it just takes
a pinhole for acid to get inside of
the tubing; the acid will eat it away.
I know a gentleman who took an
airplane engine mount to a local ra
diator shop and had them put it in
the radiator vat to remove the paint.
Later he applied epoxy primer and
two good coats of finish paint, hung
it on the wall, and before he finished
his project, the mount was ruined.

Locating Parts
Rep lacement parts are something
we need to consider when we start
rebuilding. Several catalogs list avail
able parts, but be sure they are FAA
approved. Some used parts are avail
able, but you should make sure they
are serviceable . For example, if you
buy a prop, be sure to take it to a prop
shop and have it inspected.
The type clubs such as the Cub
Club, Staggerwing Club, the National
Waco Club, and the International
Cessna 120/140 Association, to name
a few, are excellent sources of infor
mation and parts. I highly recom
mend that you participate in these
types of organizations. Obtaining
parts for some of these airplanes can
be an interesting adventure and you
will enjoy meeting new friends.

Engine
The engine may be something you
will want to have done by someone
else, as there are a lot of special tools
required for engine work. However,
you might want to disassemble your
own engine, clean up the parts your
self, then take them to a reputable
engine shop and have them checked
to see if they are serviceable. As an ex8

SEPTEMBER 2006

ample, I once had a 150-hp Lycoming

that I planned to install in a Pacer.
I tore this engine down myself and
took it to a local shop.
Everythi ng checked out satisfacto
rily except for the camshaft and a cou
ple of gears in the accessories case. The
inspector red-tagged them and I asked
if they were cracked. He explained
that he had not magnafluxed the parts
because t h e lobes were discolored
and there were a couple of discolored
places on the teeth of the gear. Now, I
defy anyone to put a new camshaft in
an engine, run it for two hours, pull it
out, and not find it discolored!
I took the parts back to my shop,
got out my buffing wheel and com
pound, and shined them up like new.
About 30 days later I went back to the
local shop, handed these parts to the
inspector, and asked him to check
them. This time they tested perfectly
and he wondered where I found such
magnificent parts. I had just saved
$250. Being so involved gives you
some contro l over parts that might be
turned down .
Also, this gives you time to shop
around for other needed parts. Once
you have all the necessary parts and
other pieces and have them tagged,
take them to the shop and have the
engine assembled and run on their
test stand. It is my opinion that you
can save as much as 50 percent on
the overhaul this way.

Continued Progress
The following suggestions should
help expedite your project. It's very
easy to get bogged down in details.
Don't let this happen to you. You
need to get the airplane flying and
then take care of the details. This will
keep you from growing discouraged .
One tip is to make a presentation
book with a ll those good pictures
you've been taking. This will garner
points in judging if you are asked to
compete for awards.
From time to time it is inevitable
that you will get into a disagreement
with your A&P over certain items. You
may very well have a va lid point, but
be sure to get your facts together with
documentation to prove you're right.

Research your airplane if you plan

to make it original. Be able to doc
ument everything on your rebuild.
This is when a good presentation
book will be invaluable.
Over the years I have restored sev
eral basket case classics and antiques
and am rebuilding my Bonanza while
keeping it flying. I am still working on
it and plan on having it finished the
way I want it in a couple of years. At
times, it is just plain dirty and boring
mechanic's work and you will have
skin peeling off your hands from the
stripper, but at other times it will be
very satisfying.
If you just put everything into
proper perspective and don't pro
crastinate, you too will be able to
hear from the line boy, "Boy, that's
the best-looking Bonanza." Or you
may hear the guys in the tower ask
you, "Er, 390, we were just wonder
ing what year is that Bonanza?" Of
course, my reply invariably is, "0h,
it's just an old '53 model with 6,500
hours on her." Then I grin to myself
and taxi to the ramp.
Another one of my joys is flying
my clipped-wing Cub to a local "pig
picking," walking a few yards, and
then looking back (because I can't
walk away from my airplane without
looking back) , on ly to see 15 pilots
looking her over. That's the satisfac
tion I get for all the hard work.
I guess what I am trying to say
is that it takes 100 percent effort to
complete a project. Why not give it
105 percent and then you too can
have these types of feelings when you
fly your pride and joy?
Don 't let the excuse " I don't have
the talent" cut you short. Get asso
ciated with a Vintage chapter or an
EAA chapter. There is an unbeliev
able amount of talent in these groups
if you will just ask around. Most
people are very modest about their
talents but are very willing to help.
With some assistance, you can reach
any goal. Goals are very important .
Goals, priorities, and a schedule are
the main ingredients in the success
ful rebuild of a Vintage airplane.
Good luck with your project and
don 't be afraid to ask for help . .......

F agship

Detroit DC 3

The

Grand Old Lady of American Airlines

The Flagship Detroit won the Transport~t;;;;;;;:;;r.ji;;;;~=;aw;;;a;;r;:;jd!;adt~S~u;n-;';n---J

Fun 2006.

Cockpit of the DC-3.

The newly created interior of the -passenger Flagship Detroit adheres to the
1937 standards, including seat and curtain color, and overhead bins complete
with pillows and blankets for passenger comfort. An interesting note is that
there is no seat numbered "13."
10

SEPTEMBER 2006

tray in a passenger seat armrest-re

ceived utmost attention.

An individual light, stewardess call

switch, and air vent for each window
seat enhance passenger comfort.

happily answering a myriad of questions

from both young and old admirers who
were drawn to the great ship's side.
George Dennis, president of the
foundation, likes it that way. His pas
sion for DC-3s awakened when he
had the opportunity to fly one when
he was younger. "They were exciting
then, and I'm flying one again now,
and I'm super excited. I had gotten to
the pOint, and don 't take it wrong,"
Dennis says, elaborating on his ca
reer as captain with American Air
lines, "where it was just a little boring
getting into 'Triple 7s' and flying 14
hours. This brings excitement back
into my life. This is what flying is all
about for me, and we are spreading

View of the engine from a passenger's

seat on the left side of the DC-3.

the word to our younger generation,

teaching them to never forget the
heritage of these beautiful airplanes."

Foundation crewmember David Hendry

enjoys his very first flight on the re
cently restored Flagship Detroit.

Foundation director of maintenance

Terry Barker shows the articulating
framework for a passenger seat, newly
buiH from the original specifications.

The Early Days

C.R. Smith, president of American
Airlines in the early days, is credited
with being the catalyst behind the de
velopment of the DC-3. In 1934, he
held a two-hour telephone conver
sation with Donald Douglas, during
which he conveyed his proposal for
building a new version of the DC-2
that would have sleeping berths for
passengers. By the end of the conver
sation, Smith had accepted the idea,
and the Douglas Skysleeper Transport
was soon to become a reality. It fea
tured larger wings and tail surfaces, a
heavier gross weight, and more pow
erful engines to maintain its perfor
mance. Then Smith took it one step
further. He realized that the airplane
was capable of carrying 21 passen
gers-if the sleeping berths were re
placed with seats-and thus the DC-3
evolved into the popular airliner that
propelled the industry into the future.
The DC-3 was a solid performer
with a top speed of 200 mph and a
maximum range of 1,200 miles . It
took only 15 hours for it to fly coast
to coast. It quickly developed an ex
cellent reputation as a safe, com
fortable, and easy-to-fly airliner, and
the other airlines were eager to fol
low American Airlines' lead. At last,
the airlines could profit from carry
ing passengers, as opposed to relying
upon government airmail contracts.

In five years' time, 32 airlines placed

orders for more than 400 DC-3s.
When our country became em
broiled in World War II, commercial
production was stopped, and Douglas
began producing the C-47 Skytrain
the military version of the DC
3, which was often nicknamed the
"Gooney Bird. " They were also flown
during the Berlin Airlift, and the Ko
rean and Vietnam wars. After World
War II, hundreds of the DC-3s were
converted to carry 28 passengers, and
many more were used in agricultural
and firefighting applications.
Today, there are estimated to be
around 400 DC-3s still flying . The
American Airlines Flagship Detroit,
NC17334, was manufactured in late
1936 and delivered to American on
March 2, 1937. She was the 34 th of
84 DC-3s that were purchased flown
by American from 1936 to 194 7. The
DC-3s that were built for American
had the passenger door installed on
the right-hand side of the fuselage,
instead of on the left side where the
baggage and mail doors were located,
because Smith didn't want his pas
sengers to see the cargo being loaded
as they boarded . He also adopted a
nautical theme for his company and
called the airplanes " flagships"
naming each one after the city or
state that it served.

The Restoration
The Flagship Detroit Foundation
purchased NC17334 in August 2004.
In under two years' time, the devoted
and relentless efforts extended by a
multitude of individuals resulted in
the DC-3's metamorphosis from a
bare-bones cargo plane to its present
award-winning restoration .
Terry Barker, an American Airlines
777 check airman and foundation
maintenance director, says there were
many modifications necessary to re
store the DC-3 to her original 1937
stature. Perhaps ironically, modern
technology facilitated the process .
"The interior panels are made from
MD-80 side panels, and the carpet is
from a Boeing 727," says Barker, add
ing "the bulkhead by th e radio rack
used to be plywood , and the floor
boards were originally three-quar
ter-inch marine plywood; they have
been replaced with honeycomb car
bon fiber material, which is incred
ibly lightweight, but very strong."
Additionally, the passenger seats
have all been newly fabricated via orig
inal specifications, thanks in part to
computerized design technology. "The
guys at our Kansas City base built ev
ery one of these chair frames, complete
with the ashtrays in the arm rests, and
all of the mechanisms. The seats not
only recline, they also articulate," exVINTAGE AIRPLANE

11

plains Barker, who praises their work

manship by saying, "The metalwork
and structural work done by the me
chanics in both Kansas City and Alli
ance is great-it's like artwork."
Other distinguishing details in
clude soft blue pillows and plas
tic-wrapped orange blankets in the
overhead bins, blue window cur
tains that match the upholstery, and,
above each window seat, an air vent,
reading light, and flight attendant
call button. Yet another detail, which
the casual observer may fail to detect,
is that the seat numbers go from 12
to 14-there is no seat numbered 13.
And then there are the power
plants, which, according to Barker,
12

SEPTEMBER 2006

"This is what
flying is all about
for me, and we
are spreading
the word to

our younger

are upgraded versions of the original

Wright Cyclone SGR 1820 G2s . The
R1820-S6S has more cooling fins on
the cylinders. "We installed pre-oilers
on the engines-this airplane was ac
tually the test bed for that application
on Wrights, and they are STCd for
these engines now," explains Barker.
Hamilton Standard constant-speed,
full-feathering metal propellers were
original equipment, and today it has
Hamilton Standard 23ESO Hydro
matic propellers.

Flying the 0(-3

Mabbitt, with 900 hours of DC-3
flight time, exudes a calm and quiet
confidence in the cockpit, and makes

generation,
teaching them
to never forget
the heritage of
these beautiful
airplanes."
-George Dennis
everything about operating the Flag
ship Detroit look easy-from start
ing the engines to taxing through a
crowded air show taxiway/exhibit
area and taking off, to touching down
softly on terra firma again .
And although Barker says he "tells
the guys it's not a hard aircraft to fly,
and the engines aren't hard to start,"
there is a ritualistic procedure for

Sheila Mabbitt and George Dennis go over

the starting procedures in the cockpit.
starting the engines, and important
lessons to learn about ground-han
dling the DC-3-especially for those
with little tailwheel time.
For example, here's the basic start
ing procedure that Barker describes:
"Turn the battery switch on, then
select which engine you're going to
start, reach up and put three fingers
on the ignition boost, starter and
primer all at once, and look out the
window at the engine. Typically, you
start your right engine first, because
you can hear it. If you start the left
one first, when it's running you can't
hear the right one. Back in the day,
they would do that because they had
very inexperienced copilots and they
didn't want them starting the right
engine . Then press the starter but
ton, count nine or 12 blades, hot or
cold, press the fuel pump on, throw
the magnetos on , and hit the boost.
The boost is an induction-vibrator
that makes the spark plugs fire all
the time, because the engine needs
a lot of high-energy ignition to get
it to turn over. Leave the mixture in
idle cutoff, and then start 'tickling
the primer' as they say. This engine
is supposed to be able to run on the
primer as it's starting . Then once
you're sure it's started, you can throw
the mixture up, but you stay on the
starter and the ignition until you're
VINTAGE AIRPLANE

13

positive it's done that. Then come

off the starter and the boost and if
it runs, great. If it doesn't, you may
have to give it a shot of prime, but
leave the throttle alone-just let it
sit there and run. Otherwise it can
backfire, and that comes up through
the carburetor. The old hands would
tell you that backfiring would blow a
carburetor right off the top of the en
gine. Then you repeat the procedure
for the other engine."
Barker emphasizes the need to
learn how to operate engines like
they did in the 1930s and 40s, and
to "do it properly, because we want
to take care of the aircraft and be
flying it forever. As maintenance di
rector, I tell our enthusiastic foun
dation crew members, 'I'm going to
make the airplane flyable as best I
can for you, and I want you to fol
low procedures like you've never
followed them before. Check your
ego at that door, make sure you ask
the question if you don't know.' I
want them to understand that it's
one thing to be technically legal in
the airplane; it's quite another to be
proficient in it."
14

SEPTEMBER 2006

The Foundation
Dennis, reflecting upon the gen
esis of the Flagship Detroit Founda
tion, shares that he "first had the idea
about 10 years ago, when we found
the original Flag
ship El Paso.

time, and the

Logo of the Flagship managemen t
Detroit Foundation. didn't want us
to do it. When
the new management came in, I went
right to our president, and he has en
couraged me the whole way. He's been
very supportive by giving us access to
a lot of history from the C.R. Smith
Museum-it's been a good partner
ship between us and American."
David Hendry, a foundation crew
member and American Airlines 737
captain, clarifies a common misunder
standing that American Airlines now
owns the Flagship Detroit, by elabo
rating that "the foundation members
own this airplane, not American Air
lines. With that said, American has

helped us-not financially-but in

many other ways, such as donating
hangar space at Dallas-Fort Worth ."
The foundation is open to anyone
and currently has about 200 mem
bers. Of those, seven are DC-3 pilots
and 33 have signed up to earn their
type ratings. Hendry describes the
nonprofit organization's membership
options this way: "You can become
a member by donating $100. If you
have adequate flying time, and want
to donate $3,500, we will make you a
copilot and you will fly the airplane.
If you have adequate experience and/
or tailwheel time, and you want to
donate $7,000, you can get a type rat
ing in the airplane."

Individual Expertise
It takes a lot of devoted people
working together to keep a foundation
thriving, and ultimately lead it to suc
cessful fruition of its restoration, flying,
and educational public relations goals.
To that end, numerous members of
the Flagship Detroit Foundation have
volunteered their time and individual
expertise in a variety of ways. These
individuals include: David Hendry

and David Gorrell, who have written

and compiled an operations manual
for the DC-3; Terry Barker, who has
been an integral part of the airplane's
restoration in his role as maintenance
director; Dave Buffington, who has
done a lot of administrative and or
ganizational work; Zane Lemon, who
has been in charge of public rela

tions and promotion; Ron Tallent and

Sheila Mabbitt, who have contributed
their DC-3 flying skills and knowl
edge, along with David Liscomb and
George Dennis; Preston Jones, who
has been instrumental in the accuracy
of the interior restoration. And the list
doesn't stop there. It continues with
all of the American Airlines mechan
ics-many of whom had never before
worked on a DC-3-who were autho
rized by American Airlines to volun
teer their time and talents.
"I don 't have all their names, but
we had more than 25 mechanics in
Kansas City who worked on the en
gines and mechanical airframe com
ponents, as well as more than 65
in Alliance who worked on the in
terior, " says Dennis, adding with a
smile, "a nd what's really neat is that
so many of the young mechaniCS,
especially, just love working on the
DC-3. And talk about quality work-I
have nothing but praises for the me
chanics who have volunteered their

younger generation about the air

line industry's early days, and also
about making dreams come true.
Mabbitt, who has been a flight
attendant for American Airlines for
14 years now, says that, "as a child
I always wanted to be a flight atten
dant, and after a year of that, I de
cided the real adventure was going
to be as a pilot. It was kind of a se
cret dream of mine. I've been flying
DC-3s for two and a half years now,
for a freight operator, Ron Tallent,
in Morristown, Tennessee. I love
having the opportunity to fly the
Flagship. It's lots of fun."
And now, th ere are new oppor
tunities for others to fulfill their
own dreams-whether they dream
of earning their DC-3 type rating,
experiencing a flight in one, or sim
ply being able to stroll up the aisle
toward the cockpit and allow their
imaginations to transport them
back in time to 1937. What began
as George Dennis' personal dream
of restoring and flying an Ameri

Awards ... and Dreams

can Airlines Flagship, has now

flourished through passion and per
severance into an actualized dream
shared by many who love the leg
endary DC-3. For more information
about the Flagship Detroit Founda
tion , or where their DC-3 is sched
uled to appear, visit them online at
www.flagshipdetroit.org.
.......

The judges at Sun ' n Fun joined

in the chorus of praises for the de
tailed restoration of this 1937 Doug
las DC-3, by awarding it Transport
Catego ry Champion thi s year. Yet
there is more to the Flagship Detroit
Foundation's mission than winning
awards-it involves educating our

VINTAGE AIRPLANE

15

THE AIRCRAFT

YEARBOOK

DRAWINGS

\ I
II
II

'.. _-------------....
C:=====:::J "
__

II

SEPTEMBER 2006

II

_ ......
"r------------
r - - - - -:=J

"

16

',I
L _ _ _ _

An original piece of aviation illustration

BY

n 1919, the Aeronautical Cham

ber of Commerce was founded.
Its 100 charter members tasked
the organization lito foster, ad
vance, promulgate, and promote
aeronautics, and generally, to do
every act and thing which may be
necessary and proper for the advance
ment" of aviation in America. To that
end, it published, starting in 1919,
an Aircraft Yearbook. Each yearbook
was published at the beginning of
the year following the year in which
the data was collected; i.e., the 1925
Aircraft Yearbook was to be filled with
news and information about aircraft
produced during 1924. The associa
tion survives to this day, renamed in
1959 as the Aerospace Industries As
sociation (AlA).
By 1921, three-view drawings
were included for many aircraft
types, and those drawings continued
until the late 1940s. For a number
of years surrounding World War II,
one of the artists was a young fel
low named Harry Pack . Through
one of those wonderful series of co
incidences that often results in the
preservation of aviation history, a
number of Harry's original drawings
still exist, and a longtime aviation
enthusiast and friend of mine, Bill
Hannan, recently donated one ex
ample to the EAA library.

Left: Harry Pack, who likely created

this drawing in late 1936, drew
the Waco C-6 Custom Cabin biplane
using ink on drafting linen. Bill Han
nan of Magalia, California, recently
donated this original drawing to the
EAA library.

H.G.

FRAUTSCHY

The drawing's route to EAA was

a bit circuitous. A few decades ago,
George Townson, whom many re
member for his extensive involve
ment with autogiros , and for his
authorship of Autogiro: The Story
of the Windmill Plane, was working

By 1921,
THREE-VIEW
DRAWINGS
WERE INCLUDED
FOR MANY
AIRCRAFT TYPES

.. . THE
DRAWING'S
ROUTE TO

EAA

WAS A BIT CIR

CUITOUS.
with Pack in the engineering depart
ment of an aerospace firm . As Harry
was cleaning out his desk one day,
he offered a few of the drawings
he'd done for the Aircraft Yearbook
to George, who accepted them and
tucked them away. He later passed
them on to Bill, who is a full-size and
model autogiro aficionado, who also

recognized them as precious artifacts

of aviation history. That's how the
drawing was preserved for later do
nation to EAA's collection .
The drawing itself is ink on fine
linen and is in good condition, with
some minor staining. Fine linen used
for drawings was prized by women of
the day, who would wash the sizing
and ink from obsolete drawings and
then use the cloth to fashion hand
kerchiefs and other fine linen goods.
This drawing was most likely drawn
in the latter half of 1936, for publi
cation in the 1937 Aircraft Yearbook .
Harry was a young man when he
started drawing for the yearbook-by
some estimates as young as 18. Nei
ther Bill nor I know much more about
Harry, or even if he's still with us. If
any members can help us fill in some
of the details of Harry's life, we'll share
them with the readership. Harry ap
pears to have done the three-views
from sometime in the 1930s until the
postwar period. Differences in style,
including lettering, dimensioning,
and line weights, in the drawings
prior to the mid-1930s make it clear to
me that other artists were involved in
the creation of the drawings prior to
Harry's work.
Back in the 1990s, John W. Mc
Donald published a compendium
of the Aircraft Yearbook drawings
and had 1,000 copies printed. Long
since sold out, Aircraft Yearbook 3
View Drawings (1903-1946) may
show up for sale on websites on oc
casion. All of Harry's drawings done
for the yearbook are included, along
with the artwork by other contrib
uting artists.
.......
VINTAGE AIRPLANE

17

Story

alrC

A Fairchild 24G tugs at my heart

ARTICLE AND P HOTOGRAPHS BY D AVID GUSTAFSON

It was the roll-down windows in the Fairchild 24 that

got my attention. The idea that you could fly around the
countryside with those windows wide open and your el
bow hanging out ... well, it always seemed like that's the
way to really see and enjoy the scenery below. It's a fly
ing automobile. Too bad Cessna never saw fit to allow the
pilots and passengers in their stalwart Skyhawk or brut

ish Skylane to enjoy the same vantage on summer days.

Yes, it's noisy with the windows open-and breezy-but
there's something about peering through an opening
that's not buffered by Plexiglas. It makes for a "Glory Hal
lelujah!" feeling that no modern airplane driver is ever go
ing to enjoy.
It's hard to explain why I had to go through 11 other

airplanes before realizing a self-evident truth. Part of it

had to do with a silly idea that I could really integrate
an aircraft into my business-actually use it for business
travel. Then there was that period when, armed with de
lusions of immortality, I started flying into clouds on IFR
flight plans. There were a lot of reasons, I suppose, and
though I looked longingly at a number of Fairchild 24s at
numerous fly-ins over the years, it wasn't until the sum
mer of 'OS that the prophecy (there had to be one some
where) fulfilled itself.
It was a typical Trade-A-Plane adventure . .. the kind
that reminds you that life's what happens while you're
making plans: Someone had handed me a current copy,
and I started leafing through it with no desire to buy
anything. Just looking. There are always several catego
ries I visit when time permits me the lUXury of skimming
TAP. One of those regulars, for several decades, has been
the Fairchild category. I didn't know it at the time, but I
was about to take a big step-one that measured 7 feet 4
inches high, 36 feet 4 inches wide and 23 feet 10 inches

long. My unexpected appointment with roll-down win

dows began with a classified ad: "1938 Fairchild 24G,
'Museum Quality' ...."
It had the requisite Warner Super Scarab (series SO)
145-hp radial engine. Guess I'm one of the few who pre
fers that over the 165. Now, I realize it's politically in
correct to criticize Ranger-powered Fairchilds, but those
long-nosed monsters have always turned me off as much
as the radials turn me on. It's an aesthetics thing that has
to do with appearance and sound. Granted, to my eye the
early in line Rangers (145-150 hp) were less offensive (Le.,
shorter) than the later 200-hp installations, but in my
book nothing beats a round cowl, except maybe a round
bump cowl, like Fairchild had on their earlier 24-C8C
model in 1934.
With everything inside of me saying "Don't do it!"
the tire-kicker instincts took over and I called. The owner
wasn't selling it, a friend of his had volunteered to deal
with buyers, and it took awhile to extract the information
I deemed necessary. One thing was clear: He was ebullient

Idaho's wandering Snake River makes an excellent backdrop to the Fairchild. The Deluxe models had
flaps, but with all that strut work, it was a superfluous addition.
about the appearance and quality of this aircraft. The
owner had hangars with five or six other museum exhib
its and simply didn't have the room to store or the time to
fly this one. Okay, I live in Boise, the aircraft was in Port
Townsend, Washington, and my son
Carl was living in Bellingham, fly
ing for Kenmore Air. I asked him to
go look at it, and he came back, after
a brief flight, with an elevated case
of uncharacteristic enthusiasm. "It
sure is nice, Dad." He was impressed.
"Looks like it belongs in a museum."
It was taking on the qualities of a
Dream Machine.
A few more phone calls and I
found myself making reservations
with Southwest Airlines to fly over to
Seattle. I bought a one-way ticket.
This much I knew: The aircraft
was a Fairchild 24G, manufactured
in 1938, and it had gone through
a bare frame restoration and MOH
in 1991. As of August 2005, it was
170 SMOH with good compression.
Granted, that's not much flying for 14 years. However,
the pictures I'd been e-mailed did show a classic lineage
in stellar condition.
Flashback: It turns out that the model 24G began pro
duction in April 1937, and before the model designation
changed again, to a 24J on Halloween in 1937, Sherman
Fairchild's busy factory in Hagerstown, Maryland, pro
duced a hundred copies of the G. Some of those 24G cop-

ies were finished in 1938, including the one I was still

unknowingly getting ready to buy.
There were two variations of the 24G: the Standard
(the first four-place version of the 24) and Deluxe (a
three-seater that had been the configuration for the 24s since their
inception in 1932). The Deluxe,
which added $600 to the modest
base price of $5,290, featured a
number of style enhancements de
signed by Raymond Loewy, whose

As we walked out

onto the ramp at

Galvin and I saw the
Fairchild materialize

daytime job was designing Stude

bakers and refrigerators for Sears
(read about him at www.raymond
loewy.com). The accoutrements
Loewy lavished on the Deluxe
model added 60 pounds; hence
the three-seat limitation. Add-ons
included the highly desirable roll
down windows; wheelpants (re
ferred to as "wheel streamlines"

before my eyes,
I could feel the huge
cashier's check in my
shirt pocket reading
the rites of secession. . .. the Standard model got some

20

SEPTEMBER 2006

skimpy fenders); flaps; mohair up

holstery; electric fuel gauges; some
additional instruments; and a 16-coat, hand-rubbed
paint job (as opposed to 11 coats, applied without any
hand rubbing, on the Standard). The distinction be
tween Standard and Deluxe was a clear attempt to appeal
to those fortunate few who still had plenty of cash on
hand during the Great Depression. However, most peo
p le considered four seats better than three, so they kept
their spare cash and opted for the more utilitarian Stan

~."

-;..,.. -

"'!'!'

. -

.'

.-

-"

~ ~~ ...

.. '

..
t~

..'

"

""

The Idaho fannland provides an excellent backdrop for this early spring shot of the Fairchild. Note
the ann resting in the window opening. Those windows are rarely closed, even in winter.

dard modeL Concurrently, a Ranger-powered 24H (certi

fied a couple of months before the 24G), which was only
available as a three-place deluxe version, sold a mere
25 copies. The original Rangers that were used in the
24 included the 6-390 (145 hp) and the 6-390-D3 (150
hp). They came online in 1936 with the model 24-C8F.
The 200-hp Pinocchio version didn't appear until 1940,
when the military spec'd it. Both the early Warner and
Ranger 24s were certified for Edo floats.
When Sherman decided to start producing the 24, he
made a conscious decision to build a three-seat airplane.
A marketing research program showed there were plenty
of two-seaters around and some fOl}r-place airplanes, but
no one was making a three, and quite a few of those pi
lots interviewed said a three-seat airplane would suit their
needs perfectly. In the same year he designed the first
24, he also started marketing the 22, a two-place, tan
dem, high-wing parasol with a pair of open cockpits. It
went through a number of iterations in the three years it
was produced, evolving into a sleek, very attractive sport
plane. Unfortunately, the market suddenly dried up for
sport planes and the final model, the 22-C7G, did a swan
dive into oblivion in 1935.
Though the 24G, with its seven-cylinder Warner, was
not going to set any speed records or win any races, it did
offer a level of comfort, stability, and ease of handling that
made it stand out among the competition. It developed a
1938-respectable 118 mph at sea level. Rate of climb was
nothing to write home about, starting with 675 fpm at
sea level and quickly dropping off to 500 fpm with two
people and full 20-gallon wing tanks. Clearing your ears is
no problem in this aircraft. Most elevators climb faster. It

does get off the ground fairly quickly, though, levitating

after 450 feet of roll, and the book says it can be stretched
to 475 miles of range, depending on your tolerance for
pucker when it gets down to fumes in both tanks.
Of course, I wasn't that aware of the history and specs
for the 24 when I went to inspect the one I was destined
to own; that came later. So after the miserably cramped
(I'm well over 6 feet tall) 737 touched down at SeaTac,
I went over to Galvin Flying Service at Boeing Field and
met Mort Robinson, CFI and salesman. Mort's digital piC
tures, taken in a hangar, provided some idea of what it
was going to look like, but they fell short of the reality.
As we walked out onto the ramp at Galvin and I saw the
Fairchild materialize before my eyes, I could feel the huge
cashier's check in my shirt pocket reading the rites of se
cession. We were going to part company quickly.
Mort walked me around the airplane, pointing out the
ground-adjustable Hamilton Standard metal prop that
had just been hung on the aircraft. He was right about
one thing: This aircraft would have made any museum
proud. I was fairly quiet as he discussed other features of
this particular model, preferring to soak it all in. My gosh,
it seemed so big when I got up close. Was it only 7 feet 4
inches tall? It looked like that and then some. Even the
6.5-by-10 tires looked huge. I'd peered into Fairchilds be
fore, but never with the idea of putting one of them into
a hangar I hadn't even leased yet. The thought of getting
into this thing and flying it brought me to the realization
I'd never flown, or even sat in, anything this large (tall).
There was no lock in the door, no key for the starter
they really trusted people back in 1938. Or maybe people
were just more civilized.
VINTAGE AIRPLA N E

21

(presumably with linen)

in September 1948. The
engine was overhauled
again in 1953, topped
in 1957, and then from
December 1968 to April
1972 there are no en
tries. Somewhere in
that interval it must
have been dismantled .
It came out of storage in
1972, and a note states
it was "reassembled./I It
was flown for a dozen
hours, but then there's
nearly a 20-year gap in
log entries.
In July of 1991, with
2,17 4 hours TT, it was
stripped , re-covered
with Stits Poly-Fiber fab
Carl banks the Fairchild away from the photo platform over the Idaho farmland in a
ric and finish, and the
near-effortless turn.
engine was overhauled.
Something went horri
bly wrong with that engine overhaul and it had to be
overhauled again in October 1992 after a catastrophic
breakdown . It appears from some correspondence at the
time that the previous overhaul was done with ques
tionable parts and skills. The airframe was in fabulous
shape and still is today, but that engine was a mess. Since
the 1992 overhaul, it's run fine, with little more than oil
changes and rocker arm greasing. When I learned it had
been re-covered 14 years earlier with Poly-Fiber, I called
Jon Goldenbaum, who now distributes the popular Poly
Fiber and Randolph products, and asked him about the
potential life of the fabric. Jon assured me that if it had
gone 14 years, living in a hangar all that time (which it
had), it was probably good for another 20 to 30 years as
long as the hangar protection continues. I shudder to
think what a job it is to re-cover a Fairchild 24.
inctrlllm"lnt~ are original Fairchild and bear the
Flash forward: Mort was still running his monologue
Fairchild logo. The only concessions to updating include
when we got around to the pilot's door, completing the
a GX55 GPS, a 170B, and a transponder. The long control
first walk around.
stick makes control input a lightweight task. I've never
Opening the door was the beginning of an experience
seen another panel like this one, nor does it seem any two
in time travel. The door is thick and feels solid when you
are alike. Toe brakes are only available to the person in the
open it or push or pull it closed. The thickness in this
left seat.
case was there to accommodate the roll-down windows.
Unfortunately, like a lot of antiques, the history of this Which brings up a point about this Standard model: Ei
particular aircraft is incomplete. The logbooks only go ther the roll-downs were an option back in 1938, or some
back to 1952. I knew that going in and did spend some one pirated a pair of doors from a Deluxe model with its
time looking at the background that the accumulated files movable windows at some later date. On the other hand,
provide. In the past 15 years, everything relating to this true to Standard form, there were no flaps on the wings.
aircraft has been preserved. The total time in September of With all that strut structure and engine profile there's so
1952, when the earliest logbooks disappeared, was 1,670 much drag to begin with that flaps simply seem superflu
hours. A note in the '52 engine log indicates the engine ous. Before climbing in, I rolled the window down, advis
had been majored 425 hours earlier and there was a note ing Mort that Fairchild knew how to turn cross-country
in the airframe log revealing that it had been re-covered flight into a real visual adventure. He agreed.
22

SEPTEMBER 2006

One of the outstanding features of the 24G is the near-perfect hannony between controls and power settings. Banking is
an effortless exercise. You can see the fenders over the wheels that were typical with the Standard models.

Speaking of adventures, I have to wonder how women,

who wore slacks as infrequently in 1938 as today's women
wear skirts, would have made their way into the back seat
or copilot seat without compromising their modesty. The
step on the gear is quite high, and the maneuvering re
quired for getting into the back seats, and even the front
seats (given the dual controls), would have been a deep
breath challenge.
The pilot's seat has two positions, and Mort had already
moved it about 2 inches to its aft peg, which still left my
legs a bit cramped. The headroom was more than ade
quate for my 6-foot-5-inch frame. There was even enough
room for a felt hat, which was an outdoor fixture on ev
ery man's head in 1938. The five-piece windshield was a
historic novelty and fun to look through from the inside.
It did allow a much better perspective of the runway than
my previous steed, a Marquart Charger homebuilt open
cockpit biplane.
The panel of this Fairchild comes adorned with the ba
sic instruments of the period, most of which still have a
Fairchild logo stamped on their faces. The only conces
sion to modern technology was a totally out-of-place VOR
head (which I assume may have replaced a DG), a Nav
Com to drive it, an Apollo Loran that gave only approxi
mations (it has since been replaced with a GX-55 GPS) and
the obligatory Mode C transponder. The only other head

ing device is the dancing, fluid-shrouded magnetic com

pass in the top center of the panel. Just about everything
in the cockpit pOints backward in time-but in luxurious
fashion, even though it was just a Standard. The seats are
comfortable, the panel is Spartan, the control stick (most
likely not chromed at the factory) and overhead trim dial
are all reminders of the antique status of this airplane,
to say nothing of the height of the seat and its incline,
which reminds you that you're in a taildragger ... a man's
airplane. There's no plastic in this cockpit, only metal and
fabric. It feels like it's from another era.
Overhead, on each wing root, there are individual "onl
off" fuel levers. Mort cautioned me to always turn the ac
tive tank off when airborne before switching the other
tank on. Dire consequences for violating that sequence
await the uninformed. When shutting down at the end of
the day, it's important to have both levers in the off posi
tion and let the engine idle until the fuel line is run dry.
Forgetting that produces large blue fuel stains in the oil
pan on the hangar floor under the cowl.
In the summer, when the engine is cold, it takes three
shots of prime to get it to run. Wintertime requires six shots,
but if the engine is hot in any season, one shot of prime will
usually do. Back off on those requirements and the engine
may fire, but it won't run. I've been warned, several times,
to baby that unique starter. Like most Warner parts or accesVINTAGE AIRPLANE

23

The Snake River in Idaho, about 25 miles northwest of Boise, provides a fascinating backdrop for an afternoon excursion.

sories, there's very little left out there in the way of replace
ments. It's depressing to think that someday they'll all be
silenced. The Rangers just may win in the end!
As noted earlier, there's no ignition key. Prime it, then
flip on the master, crack the throttle, pull the stick back
(have to hold it with your knees), depress the toe brakes
(pilot side only), hit the starter button long enough to let
the prop cycle three to four times, and then turn the mag
switch from "off" to "left." It should fire . When it's run
ning, it's time to advance the mag switch to "both" and
adjust the throttle to 900 rpm. In the winter, I pull the
throttle all the way out for the first five minutes to let the
oil begin its sluggish migration through the journals and
ports. Then I move up to 900 and give it at least five min
utes in the summer and 10 in the winter before doing a
run-up . There is no consensus on start-up/warm-up pro
cedures, but I found a kind of trend in thinking among
those more experienced than me with radials, specifically
Warners, and that's the process I've adopted. Yes, there
is a spark retard and advance knob, but since the engine
doesn't kick back when starting in the advance position,
and since it won't start in the retard position when it's be
low 45 degrees out, I just leave it advanced all the time.
Two button switches activate the electrical system (ra
dio and GPS) and strobe lights. Since the only push-to
ta lk button is on the pilot's control stick, I had to do the
talking to Boeing Field Ground. It had been several years
24

SEPTEMBE R 2006

since I'd talked to any ground controller, but, though

flushed with fear, I managed to get us cleared to the run
up area near the active. Mort let me taxi the Fairchild, and
I must confess it went straight to my ego. I inflated like a
cheese puff. It was going to be my first takeoff in the left
seat of an antique, first in a Fairchild. Or so I thought .
Alas, Mort postponed that "first" experience, preferring to
make me an observer for that first flight around the pat
tern, and I got to fulfill my dream with the second circuit.
I consoled myself with the fact that it allowed me more
freedom to think about intelligent radio transmissions
.. . and to look out that open window. How sweet that
was! Mort's piloting was superb, but there's nothing that
matches the rush of adrenaline when your own hand is
on the throttle and stick and your feet are telling the rud
der what to do. I was primed and ready.
With the tail on the ground, the Fairchild has limited
forward visibility. It's better than any biplane, but that
round cowl does block out the far end of the runway in
three-point position. I'd learned with the Marquart Char
ger that letting the aircraft develop a bit of forward speed
before raising the tail helps keep it straight on the mains
when the tail rises. Mort urged patience, saying it would
basica lly raise itself. He was right. It was startling to see
how quickly the plane became airborne. Immediately,
I developed a high level of respect for control response
and the minimal amount of effort needed to keep it on

track. Shortly after turning downwind, I arrived at pat

tern altitude, trimmed the nose, came back on the power,
and started breathing again. Mort wanted me to slow the
aircraft down to 6S mph abeam the runway numbers on
downwind, and though I did what he asked, I never did
it again after he signed me off. It was still flying at 6S, of
course, but it was a handful and an obstruction to other
traffic. Today I hold 80 mph until turning final and then
let the speed bleed off, usually crossing the threshold of
the runway at 70 mph. The stick feels a whole lot more
connected at 80 than at 6S ... and there's less cause to
worry about shear.
I bought Fairchild N23E (its original number was
NC23) that morning, and my son and I flew it over to
Bellingham. Ten minutes away from Mort and my ca
shier's check, the tachometer needle, which had been act
ing quite erratic, fell off. We were also experiencing prop
vibration due to imbalance. When we landed, we called
Mort and he told us to fly it back the next day and leave
it there so they could fix the instrument and balance the
prop. We did that, guessing at the rpm, and later that day
I bought a round-trip ticket from SeaTac to BOr.
A week later, I visited Boeing Field again with a CFI,
Brian Case, who flew with me up to Port Townsend, where
we dropped Mort off. Then we headed back through Se
attle to Boise. From Seattle, the trip took a little over four

veering everywhere but straight down the runway.

As of this writing, the 24G has nearly 2,400 hours total
time and 200 hours since the 1992 major overhaul on the
engine. With 30 hours of flying under my belt since Mort's
checkout, I'm convinced that the Fairchild is the easiest air
plane to land and the most enjoyable to fly that I have ever
owned. It's incredibly stable in the air-even trash air-and
it has a performance envelope that fits the description of
"docile./I That's the way Sherman Fairchild wanted it, of
course, and the 24 quickly earned a reputation as being
one of the easiest to fly in the glory days of taildraggers.
I can honestly say it's everything I really wanted in a fly
ing machine. It has impressed me so much that I went out
and bought a 1938 Buick Special to drive to the airport and
park by the hangar. Copies of 1938 issues of Life magazine
are lying on the back seats of both vehicles.
What it all comes down to is that I just don't need to
go fast today. I don't need to bore holes through clouds
anymore. I don't need a lot of range, since landing is of
ten the best/most fun part of the day's flight. I love shoot
ing touch-and-gos in this gentle giant. And then there are
those magnificent wind-down windows. Wow. What an
exhilarating way to see the countryside! To me, when you
consider the rich context of aviation and where it was at
the time this Fairchild 24G was built, it provides flying at
its best along with a priceless perspective on aviation . .......

il.:ii. --

hours, and what a joy it was to fly over those mountains '-.;;;:;;::::;;;;;~iii!iii~.~"9'i".iliiiiiliiii
and valleys with that window open. I don't remember I
when I ever felt so evenly matched with an aircraft. It fit
like a glove, smelled like a rose, and quacked like a duck.
I quickly learned what it takes to keep a museum-qual
- - - lk - - -
ity aircraft looking like it was just pulled out of an exhibit.
For every hour I fly, I spend an hour and a half cleaning
the aircraft. In the summer, it takes a little longer since
the leading edges of the wings and tail group need to be
cleared of bugs. The windshield always has more oil on it
fo,u-----,---,-
than bugs. The aft section of the cowling, belly, and left
main gear wind up with numerous streaks of oil that are
much easier to get off while fresh than after they've had
a week to turn into tar. As someone told me, the only
time you fly a radial engine aircraft without getting oil all
over it is when it's clean out of oil. I have never logged so
many hours cleaning, but it's clearly worth it. This aircraft
always draws an appreciative crowd at the gas pumps.
Classic Finish for Classic Airplanes
It is difficult to articulate the sensations of flying this
Since 1949
aircraft. Landings were more of a challenge than initially
MaRY Origiool Manufacture~s colors are available. Give your Vintage
Aircraft an award-winning, original finish with unlimited color chOices.
anticipated, but quickly became manageable when I re
Covering
materials price for standard vintage aircraft: approximately $3500
alized that the oleo struts, which extend about 6 inches
f urchase the entire kit and receive a 10%discount.
with takeoff, require a higher angle of attack to get that
tail wheel back on the ground first. That move is essential
to get the tail wheel straightened out before the mains
SUperfIlt:e 3701 Highway 162
touch. You really do get into a nose-high attitude land
Granite City, IL 62040
ing a Fairchild, and it's a bit freaky at first because you
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can hear the mains touch, but you don't feel them. Took
a while to get used to that. If the wings aren't level when
the big wheels touch, it goes into a rock 'n' roll routine,

BUTYRATE

ESYSTEM

VINTAGE
~ ..:..~~~ LANES

VINTAGE AIRPLANE

25

Old airplanes bring people together

J ENNIFER J ACOB

N1829V during her showcase fly-by at EAA AirVenture

maroon turtledeck and the Narco antenna.

n 1956, a young woman en

tered Stephens College, an
all-female college in Colum
bia, Missouri, with the goal of
becoming a pilot. Wally Funk

flew her first solo on December 5,

1957, in a Cessna 120, registration
N1829V, going on to receive her pilot
certificate and also her associate de
gree from Stephens in 1958.

In February of 1961, while a flight

instructor for the Army, Wally vol
unteered for the Women in Space
Program and took the same physical
and psychological tests as the male

The aircraft logs. On December 5,1957, Wally Funk recorded her solo in N1829V (top), while on September 5,
1999, Jennifer recorded her solo, also in N1829V.
26

SEPTEMBE R 2006

Jack Russell and

Cindy Johnson
Franconia, NH

& Scottsmoor, FL

Soloed in an Aeronca Chief (1965)

Corporate pilot (37 years) :
Gulfstream G-/' G-II, G-III;
Boeing 737, 757

NBAA multi-million mile award,

served on International Operations
Committee

" Having insured with other companies in the past, AUA understands
the needs of 'taildragger' pilots and tailors a policy specific to
the vintage/classic airplane. The agents are courteous and
professional in every matter."

- Jack Russell

AUA is Vintage Aircraft Association approved. To become a member of VAA call 800-843-3612.

AUA's Exclusive EAA Vintage Aircraft AAociation Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exdusion - No component ports endorsements

Above: While at Stephens College, N1829V had a large uE" painted on the fuse
lage to assist in identification of students in the traffic pattern.
Left: Wally Funk in 1957, the day she soloed.
astronaut candidates. Later that same
year, Wally and the 12 other female
candidates-dubbed the Mercury
13-saw their dream of space flight
evaporate when NASA refused to give

official recognition to the program.

That didn't stop Wally from flying,
though, and she went on to become
the first female air safety investigator
for the National Transportation Safety

Wally visits with N1829V at Cornelia Fort Airpark in Nashville, Tennessee.

28

SEPTEMBER 2006

Board, in addition to doing extensive

flight instruction (check her out at
www.Ninety-Nines.org/funk.html).
When my husband and I (then
college students) scrimped and saved

The airplane

was owned

by Stephens

College

until 1961

and helped

train many

women to fly.

to purchase a little two-seat Cessna,

spotted at a grass airport (Davis,
2D8) in East Lansing, Michigan, we
had no idea the history behind it.
We knew that it had been a trainer
and that it was a high-time airplane
because of that. Although it came
with a complete set of logs, it took
a couple of years to really start go
ing through them. About a year or
so ago, we started scanning all of the
paperwork, logs included, to digital
files so that they could be accessed
easily and also allow the mainte
nance and storage of the original
documents. In doing so, we found
that they had paperwork document
ing all the airplane's history, from
the factory test flight until today.
The airplane, registration N1829V,
had been delivered to Columbia,
Missouri, and ultimately sold to
Stephens College, the first college
in the United States to teach flying
to women. The airplane was owned
by Stephens College until 1961 and
helped train many women to fly.
Although N1829V had been owned
by Stephens College from 1947
through 1961, and though Wally
Funk had gotten her pilot certificate
from Stephens College in 1958, no
body knew whether or not Wally
had indeed flown N1829Y. With the

rAiLW t-l66L5

WHAT OUR MEMBERS ARE RESTORING

Are you nearing completion of a restoration? Or is it done and you ' re
busy flying and showing it off? If so, we'd like to hear from you. Send
us a 4-by-6-inch print from a commercial source (no home printers,
please-those prints just don't scan well) or a 4-by-6-inch, 300-dpi
digital photo. A JPG from your 2.5-megapixel (or higher) digital camera
is fine. You can burn photos to a CD, or if you're on a high-speed
Internet connection, you can e-mail them along with a text-only or Word
document describing your airplane. (If your e-mail program asks if you'd
like to make the photos smaller, say no.) For more tips on creating
photos we can publish, visit VAA's website at www.vintageaircraft.
org. Check the News page for a hyperlink to Want To Send Us A
Photograph?
For more information, you can also e-mail us at vintageaircraft@eaa.
org or call us at 920-426-4825.
VINTAGE AIRPLANE

29

help of the Ninety-Nines, I contacted

Wally and found out that she had
not only flown N1829V, but also had
soloed it. As Wally said, "You never
forget the airplane you soloed ." We
arranged to meet in Nashville, Ten
nessee, before the start of the 2006
Women in Aviation International
Conference so Wally could revisit
N1829V. What an experience. It was
great to see such a wonderful person
and pilot able to reunite with a great
little airplane, and I thank Wally for
her contributions to this article.
In closing, Wally, my husband and
I would like to reiterate that old air
planes do, indeed, bring people to
gether. N1829V was instrumental
both to Wally's quest for her pilot
certificate in 1957 and my quest to
get mine (solo in N1829V on Septem
~
ber 5, 1999) 42 years later.

Wally and the author showing that 40 years have been kind to N1829V.

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30

SEPTEMBER 2006

continued from page 2

A Piece of Wiley Post's Winnie Mae Returns to Oklahoma

A piece of the famous Win
nie Mae airplane flown around
the world in a record-setting
flight by Oklahoma aviator
Wiley Post was returned to
Oklahoma Saturday, August
26, during a welcome home
party and reception at Wiley
Post Airport.
The whee lpant is the larg
est piece of the Winnie Mae
on display outside of the air
craft itself, which is displayed
at the National Air and Space
Museum Steven F. Udvar-Hazy
Center at Dulles International
Airport in Washington, D.C.
The piece of the airplane, a
The late Clara Flocking, shown
wheelpant, is signed by Wiley
here as a pilot in the 1940s,
Post with the inscription "8
was apparently given the wheel
days, 15 hrs, 51 mins" and the
pant from the Winnie Mae by
dates "July 23-July I, 1931"
a mechanic.
the dates and time of his his
toric flight.
The portion of the blue and
white Winnie Mae was found
The damaged left wheelpant
earlier this year by a California from the Lockheed Vega Winnie
woman whose parents were pi
Mae, signed by Wiley Post.
lots. Post had taken the airplane
to California to replace the part after it mother, the late
was damaged during the around-the Clara Flocking,
who was a World
world flight with Harold Gatty.
The woman, Jackie Mullarky, found War II-era instruc
the part when renovating her parents' tor pilot, came to
Victorian home. She had planned to own the historic
sell the wheel cover as scrap metal piece is not clear.
but decided to do an Internet search
Oklahomans
Bill and Sue Hal
on the date and name first.
"I was totally shocked. I couldn't pain agreed to fly
believe it," Mu llarky said in an inter to Ca l ifornia to
view with The Ok lahoman in March. pick up the part.
"Then I found some pictures of the Bill Ha lpain was
plane and said, 'That's it. She con trained by the same flight instructor
firmed her find with help from Bob as Post.
Kemper, the executive director of the
The Oklahoma treasure will be on
Wiley Post Heritage of Flight Center. display at the 99s Museum of Women
He knew Post had taken the Lock Pilots near Will Rogers World Airport
heed to California for repairs and had until the Curtiss-Wright Wiley Post
given the wheel pant to a mechanic Hangar is complete in late 2007. The
named Otto Sanloft. How Mullarky's new Wiley Post Heritage of Flight
1II

32

SEPTEMBER 2006

Center will be located in the reno

vated Curtiss-Wright hangar located
at 7101 Millionaire Dr., Wiley Post
Airport, Bethany, OK 73008.
For information on the effort,
contact Executive Director Bob Kem
per at 405-789-0005 or visit www.
WileyPost.org.

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General aviation united in opposition to general avia
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Venture Oshkosh. Panelists included Jack Pelton, presi
dent and CEO of Cessna Aircraft Company; Ed Bolen,
president of the National Business Aviation Association;
Phil Boyer, president of the Aircraft Owners & Pilots As
sociation; Alan Klapmeier, president of Cirrus Design;
and Pete Bunce, president of the General Aviation Manu
facturers Association.
"The airlines' goal is to pay less and control more,"

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Poberezny said. "That does not bode well for general

aviation ." The Air Transportation Association (ATA) is
pushing user fees on general aviation jets and turbine
powered aircraft and also calls for a governing board to
control the air transportation system dominated by the
airlines and free of congressional oversight.
The argument is not about whether general aviation
pays its fair share, Klapmeier said. "We believe we al
ready pay a fair share of the costs through aviation fuel
taxes," and that share correlates well to the costs that
general aviation aircraft generate.
Bunce asserted that the airlines drive the cost of the
air traffic system. "ATA claims that 'a blip [on a radar
screen] is a blip is a blip' and that it costs as much to
move a GA aircraft as an airliner. That's not true." Con
trollers, he explained, are paid according to t he volume
and complexity of traffic, and by far the largest contribu
tors to volume and complexity are airliners.
At the nation's 35 major airline hubs, GA traffic is

Just Uke in the Good Old Days

only 6 percent of the volume. What's more, not a single

airport appears on both the top 20 airline ai rports and
the top 20 GA airports, by volume. At Washington D.C.'s
Ronald Reagan Washington National Airport, there have
been no cost savings to the air traffic system since GA

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congressman that, as a pilot, I want you, not the airlines,
to control the nation's air transportation system ."

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VINTAGE AIRPLANE

33

BY H.G. FRAUTSCH Y

THIS MONTH'S MYSTERY PLANE PHOTO IS PART OF THE

EAA

COLLECTION .

Send your answer to EAA,

Vintage Airplane, P.O. Box 3086,

Oshkosh, WI 54903-3086. Your
answer needs t o be in no later
than September 10 for inclusion
in the November 2006 issue of

Vintage Airplane.
You can also send your response
v ia 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.

JU NE' S

MYSTER Y ANSW E R

Here's our first letter on the subject

of the June Mystery Plane:
The "Mystery Plane" that ap
pears in the June 2006 issue of EAA
Vintage Airplane is, in fact, the sole
Blackburn Lyncock Mk. I (more fre
quently spelled as "Lincock" in mod
ern times).
The Lincock is fully described in
the British aviation periodical The
Aeroplane, Y.34, N. 20 (May 23, 1928,
pp 732, 734). The Lincock is impor
tant enough to be included in the
1928 edition of the Brockett Bibliog
raphy of Aeronautics (p 25), and un
doubtedly appears in the pages of
other aviation periodicals that were
published in mid-I928.
The Lincock Mk. I was powered by
a 235-hp (some sources state it was
240-hp) Armstrong Siddeley Lynx
IVc. It was flown by Sqn. Ldr. J. No
akes in the 1928 King's Cup, in which
it placed 10th, with an average speed
of 115.32 mph. The aircraft was of

34

SEPTEMBER 2006

all-wood construction and had a ful

ly monocoque fuselage. Somewhat
later, the Lincock Mk. I was apparent
ly purchased by The Air Ministry and
appears to have carried twin Vickers
.303 synchronized machine guns at
some pOint in its life. The Lincock
Mk. I had a span of 22.5 feet, an over
all length of 18 feet 1 inch, and a
loaded weight of 2,000 pounds.
An improved Lincock Mk. II, in
corporating a new split-axle, all
metal construction, a geared version
of Lynx engine, and having the fuse
lage faired with the lower wing was
displayed at the 1929 Olympia Air
Show. The length of the Mk. II was
increased to 19.5 feet, but the span
remained the same as the Mk. I. The
Mk. II also had a somewhat faster
maximum speed of 168 mph, the 150
mph maximum of the Mk. I, actually
being about 145-146 mph, depending
on which source one cares to cite.
The Lincock Mk. II also had a de
tachable three-section fuselage com
prising the nose, center section, and
tail. The Mk. II was intended to be
displayed at Hendon in 1930 but was
damaged, and the Mk. I substituted
in its place.
A final development of the Lin
cock was the Mk. III. Four Mk. Ills
were built, two being exported to Ja
pan and two to China. The Mk. III
used a transverse axle undercarriage
and was powered by a Lynx IVc or,
alternatively, a Lynx Major. The ba
sic Armstrong Siddeley Lynx was a
seven-cylinder air-cooled radial, dis
placing 687.23 cubic inches, and
weighed around 390 pounds. Over
6,000 Lynx engines were built be
tween 1923 and 1939, a large num
ber of Lynx engines being used in
Avro 504N trainers. The initial horse
power rating of 150 hp being grad
ually increased over the years to a
reliable 215 hp at 1900 rpm, with
240 hp at 2090 rpm being the maxi
mum rating.
While all Lincocks are reputed to
have had excellent handling quali
ties, the Mk. III had a maximum speed
of 164 mph at 3,000 feet. Blackburn
was to have built a developed version
of the Lincock, known as the Black-

cock, but this aircraft was never built.

However, a sole Turcock (registered
as G-EBVP) was built for the Turkish
government, based on the Blackcock.
Powered with a 14-cylinder Arm
strong Siddeley 490 hp Jaguar VI ra
dial (essentially a two-row Lynx), the
Turcock reached a maximum speed of
181 mph, but crashed on 13 Febru
ary 1928.
Excellent references regarding the
Lincock can be found in the old Put
nam aviation series. Particularly,
Blackburn Aircraft Since 1909 by A.J.
Jackson and Peter Lewis' excellent
book The British Fighter Since 1912,
from which most of the information
in this text is derived.
Regards,
Wesley R. Smith
Springfield, Illinois
Plus this note:
The following information comes
from A.J. Jackson's British Civil Air
craft: 1919-1959, Volume 1 published
by Putnam in 1959, page 485.
The June 2006 Mystery Plane is the
Blackburn Lincock I. The aircraft was
built in 1928 as cln 9906 and was regis
tered as G-EBVO as shown in your photo.
The Lincock I was built as a Single-seat
light fighter, and this was the factory
demonstrator. It was owned by the firm
until it was scrapped in 1931. The en
gine was a 240-hp Armstrong Siddeley
Lynx IV seven-cylinder radial. Each
cylinder initially had an individu
al "helmet" cowl, all of which had
been removed by the time of your
photo. The original color of the Lin
cock I was light, probably silver, and
the aircraft was later painted black
and orange as shown in your photo.
The Blackburn Aeroplane and Motor
Co. Ltd. was located in Brough, East
Yorkshire, England, at that time. The
Lincock I flew in the 1928 King's Cup
race in England and was used for aer
obatic displays, probably at the time
of your photo.
Jack Erickson
State College, Pennsylvania
From England, we received these
two e-mailed notes:
A very rare English aircraft with an

American touch.
G-EBVO is a Blackburn F.2 Lincock
1. A Single-seat prototype fighter with
a plywood monocoque fuselage. Pow
ered by a 240-hp Armstrong Sidde
ley Lynx IV engine. Built at Brough,
Yorkshire, United Kingdom, in 1928.
One aircraft only cln 9906 Certifi
cate of Airworthiness issued 14.7.28.
Flown by Sqn. Ldr. J. Noakes in the
1928 King's Cup air race at an aver
age speed of 145.32 mph. Taken to
Chicago for crazy flying displays and
flown by Fit. Lt. R.L.R. Atcherley be
tween 23.8.30 and 1.9.30. Damaged
at Cleveland, Ohio, 28.8.30. Returned
to the United Kingdom for repair and
displayed aerobatics during 1931 by
A.M. Blake. Dismantled at Brough
in August 1931. Painted orange with
black strips at the time of disman
tling. Span 22 feet 6 inches, length
18 feet 1.5 inches, allupweight 2,000
pounds, max speed 146 mph.
M.S. "Dicky" Bird

Salisbury, England

G-EBVO is the Blackburn Lincock

built at Brough, East Yorkshire, Eng
land, in 1928. It was raced in the
1928 King's Cup air race and then
went to Chicago in the summer of
1930 for crazy flying displays. What
is interesting is that the apprentices
at the present day British Aerospace
factory at Brough, on the site of the
original Blackburn factory, have just
built a full-size model of the aircraft
which has recently gone on display
at the Street Life Museum of Trans
port in nearby Hull, East Yorkshire.
(See photo.)
Andy Wood
The Real Aeroplane Company
Breighton Airfield
East Yorkshire
Other correct answers were received
from the following: Ian MacFarlane,
Ponteland, Northumberland, England;
Toby Gursanscky, Clontarf, New South
Wales, Australia; Clive Phillips, Bunga
ree, Victoria, Australia; Thomas Lym
burn, Princeton, Minnesota; Wayne Van
Valkenburgh, Jasper, Georgia; Wayne
Muxlow, Minneapolis, Minnesota and
Russ Brown, Lyndhurst, Ohio.
......
VINTAGE AIRPLANE

35

BY DOUG STEWART

Don't hurry, be safer!

he last week of July this

year had been a long, hot,
and hard week for me. Ad
mittedly, I had spent the
entire week in aviation mecca-Air
Venture '06. Many of my friends
and acquaintances seem jealous
that I get to spend the entire week
at AirVenture every year, but they
forget that I spend most of my time
there working.
Between presenting numerous
forums and attending to my re
sponsibilities in the NAFI (National
Associa tion of Fligh tIns tructors)
tent each and every day, it had been
a very tiring week, and I was eager
to get home.
The plan was for me to oversee
the change of personnel at the NAFI
tent at midday, on the last Sun
day of AV '06, and then fly home.
I had a client scheduled for the first
thing on Monday morning, back
at Columbia County, but practic
ing what I preach, the client knew I
wasn't promising to be there. If too
many X's appeared on my PAVE and
CARE checklists, I might not make
it home in time, if at all, for the ap
pointment. I certainly wasn't going
to let the pressure of that appoint
ment lead me into a bad situation.
Those of you who were there
must remember the ugly weather
that greeted us that Sunday morn
ing. For those of you who weren't,
let me just say that the severe storm
warnings that were issued that

36

SEPTEMBER 2006

morning were for a real good rea

son . Level 6 (and occasionally level
7) storms curving along a line that
was close to 100 miles long were
charging across Wisconsin out of
the northwest.

There are
few things in
aviation that
.

requIre us
to hurry.
The storm hit Oshkosh a little
after 7 a.m. that morning. (A tes
tament to the storm's strength was
that the flagpole atop the NAFI
tent was bent back at a 4S-degree
angle, albeit with the flag still a t
tached, when we arrived at the tent
that morning.) Stretching out be
hind the frontal line all the way to
the Minnesota border was an area of
weather that went anywhere from
level 4 down to level 1 rain, with
some holes and clear areas in be
tween. Then there was a second line
of storms that wasn't anywhere near
as long or wide, but with the same
approximate intensity. All of this
was moving to the east-southeast.
After that bit of nastiness was

over, many of the pilots still remain

ing at Wittman Field were now pre
paring for a hasty exodus before the
second line of weather hit, myself
included. I was able to quickly retire
from my duties at the NAFI tent and
contact the two people who would
be flying back home with me so we
could coordinate our earlier-than
planned departure. Fortunately, I
had already taken care of the fuel
ing of my airplane the previous day,
so that wouldn't delay us.
As I hurried about, taking care
of the few bits of unfinished busi
ness that had to be attended to, I
took the time to remind myself to
remain vigilant about the dangers
of being in a hurry. More often than
I really care to confess, I have got
ten myself into, for lack of a better
word, a compromised situation be
cause of being in a hurry. Although
some might call me an old dog, I
have learned at least one new trick,
and that is to not rush.
Another thing I learned long ago
is that aviation is inherently dan
gerous. It really wasn't all that long
ago that I would say to a prospec
tive client: "You know, the most
dangerous part of this flying bUsi
ness is the drive home from the air
port." What a bunch of hogwash!
Aviation is filled with risk. The only
thing that keeps us safe is our abil
ity to manage it.
This risk is not limited to when
we're airborne, in whatever type of

conveyance we use to "slip the surly

bonds," but is present anytime we are
in proximity to those machines, even
while still ground bound. Managing
risk is a process that has to begin from
the very moment we first conceive of
a flight-before we even pass through
the gate of the airport fence-until
such time as we remove ourselves
from the aviation environment. Our
increased diligence not only shields
us from harm, but ensures that we do
not expose anyone else to the risk we
have chosen to accept.
I am thoroughly aware of the risks
I assume by flying. I choose to ac
cept those risks. But I know I have no
right to expose anyone else to those
risks unless they consent to them.
But getting back to my departure
from Oshkosh: Having fulfilled all my
responsibilities I now caught a ride
to my airplane, which was parked on
the north side of Runway 9/27 near
the terminal. It was obvious I was not
the only pilot taking advantage of the
break in the weather to depart Witt
man Field. The golf cart in which I was
riding had to sit and wait at the taxi
way out of the EAA hangar, as the Red
Barons, Sean Tucker, and the IiFlyboy"
Extra taxied by, all trying to beat the
next line of weather headed toward
OSH. The short wait provided a good
opportunity to remind myself of the
dangers of being in a hurry.
When I got to my airplane I made
sure I didn't rush through my pre
flight. I took my time and, if any
thing, did a more thorough preflight
inspection than normal. As I went
through the inspection, I had my
handheld radio turned on. After lis
tening to the ATIS, I switched to the
tower for Runway 27. The controller
was doing a fantastic job of expedit
ing the departures. Even a New York
controller handling LaGuardia arriv
als during a push would have been
envious. The controller's commands
certainly encouraged no delay."
While all this was going on, I no
ticed a fire engine with its lights
flashing go across Runway 27, head
ing south. I also noticed many peo
ple looking in the direction that the
fire truck was headed. Some held binli

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VINTAGE AIRPLANE

37

continued from previous page

oculars to their eyes. It wasn't until

the next morning, after I had gotten
home, that I heard the horrific news.
In all the hustle and bustle of
many pilots expediting their depar
ture from AirVenture '06, on that
last day of the event, a TBM Avenger
taxied into an RV-6, killing the pas
senger in the right seat, EAA Chap
ter 245 President Gary Palmer.
That wasn't the on ly fata lity at
Wittman Field during this year's Air
Venture. A couple from Washington
was killed when their Europa mo
torglider crashed in what appears to
have been a classic stall/spin on a
base to final turn . It was another day
when cont rollers were doing the ir
best to expedite arrivals. They were
encouraging pilots to "keep it tight."
Folks, being in a hurry can be
dangerous. And as we have seen at
this year's AirVenture, it can be fa
tal. We cannot let anything or any
one push us into rushing . Whether
it's your own inner demons, a
spouse, a friend, a business appoint
ment, a dinner engagement, the
weather, or even ATC, the moment
we allow ourselves to hurry, our risk
increases exponentia lly.
There are few things in aviation
that require us to hurry. Yes, an en
gine failure on takeoff or an en
gine or cockpit fire will require that
we act with some speed, but even
then we have to act in a co n trolled
and deliberate manner. The instant
we allow our thinking to become
blurred by rushing, we open the
door to danger. If we co uld all resist
the urge to hurry, we should all live
to enjoy another day of...blue skies
and tail winds.

Doug Stewart is the 2004 National

CFI of the Year, a Master Instructor, and
a designated pilot examiner. He operates
DSFI Inc. (www.dsflight.comJ based at
th e Columbia County Airport (lBl in
North Egremont, Massachusetts) ........
38

SEPTE M BER 2006

The following list of coming events is furnished to our readers as a matter

of information only and does not constitute approval, sponsorship, in
volvement, control, or direction of any event (fly-in, seminars, fly market,
etc.) listed. To submit an event, send the information via mail to: Vintage
Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the infor
mation to: [email protected]. Information should be received four
months prior to the event date.
SEPTEMBER 7-10--Greenville, ME-Greenville ,
Maine 33rd Annua l International FlyIn. Contests , poker runs, cruise on
Moosehead Lake , cookout, buffet,
demonstrations, and more . Info: Darralyn
Gauvin , PO Box 1289, Greenville, ME
04441 or email darralyn@ghslakers .org
SEPTEMBER 9-Blue Bell, PA-Wings Field
(LOM). 17th Annual Vintage Aircraft
& Class ic Car Show. 10am-3pm . Free
Admission. $10 Automobile Parking. Food,
Music, Entertainment, & Exhibits. All net
proceeds will go to benefit Angel Flight
East. Rain Date: September 10th . Info:
Bonni 800-383-9464 xl06
SEPTEMBER 9-Newark, OH-Newark-Heath
Airport (VTA). Annual EAA Chapter 402
Fly-In Breakfast. Breakfast: pancakes ,
eggs , sausage, juice, coffee . Vintage
and homebuilt airc raft. Young Eagles
Flights. Buckeye Chapter of RVAtors fly
over. Fly-ins and drive-i ns welcome . Info:
Tom McFadden 740-587 -2312 or
[email protected]
SEPTEMBER 9-Maxton, NC-Laurinburg
Maxton Airport (MEB). Region 10 Ercoupe
Owners Club North-South Carolina Members
& Guests 3rd Annual "Spectacular
September Invitational ". Hosted by John
Miller & William McNeill. 10am-l0:45am
Touch-Down . 11am-Noon RC Demonstrations.
Noon-1 :15pm Lunch & Awards . 1:30pm-3pm
Fly-Out to Local Grass Strip. 3pm-3 :30pm
Departure. Info: Buck 336-342-5629, 336
549-1936 , [email protected]
SEPTEMBER 17-Tunkhannock, PA-Skyhaven
Airport (76N). Pancake Breakfast and Craft
Show. 7:30am-lpm. Info: 570-836-4800,
[email protected]
SEPTEMBER 22-23-Bartlesville, OK-Frank
Phillips Airfield. 50th Annual Tulsa Regional
Fly-In. Info: Charlie Harris 918-622-8400.
www.tulsaflyin .com
SEPTEMBER 24-Hinkley, IL-OC2. EAA Ch . 241
Breakfast on the Grass. 7:30am-Noon . Info:
847-888-2119
SEPTEMBER 3O--Hanover, IN-Lee Bottom Rying
Reid (641). 10th Annual Wood, Fabric, &
Tailwheels Ry-In. Come see what everyone
is talking about. If you love the good old
says, then you'lI love this event. Info: www.
LeeBottom.com
SEPTIMBER 3O--Topping, VA-Hummel Air Reid .
The 11th Annual Car & Air Event. Featuring
Antique Cars & Planes. Plus Rre Apparatus ,
Tractors & Engines, and Arts & Crafts
of all types . Info: 804-758-4330 or 804
694-5995, [email protected], www.
wingsandwheels. us
SEPTEMBER 30 - Temple TX , (KTPL)-GA
Termina l Fly-In Breakfast. 0800-1100,
Program 1100-1200. All airplanes

and pilots welcome. Gourmet Pancake

Breakfast, Banana Pecan Pancakes, Spiral
Cut Glazed Ham , Coffee/Beverage , Exxon
Fuel Discount for Fly-lns/Taxi-Outs(Even),
LtCol Rayford Brown , 254 7184910/
[email protected] mail to:4910/
[email protected]
OCTOBER 6-S-Camden, SC-Woodward Field
(KCDN). VAA Chapter 3 Fall Fly-In. BBQ Friday
evening, EAA judging Saturday, Banquet and
Speaker Saturday night. All classes welcome .
Info: Jim Wilson 843-753-7138 or eiwilson@
homexpressway.net
OCTOBER l l-l S-Tullahoma, TN-Beech Party
2006. Staggerwing/Twin Beech 18/ Bonanza/
Baron/Beech owners & enthusiasts are
welcome. Sponsored by the Staggerwing
Museum Foundation , Staggerwing Club , Twin
Beech 18 Society, Bonanza/Baron Museum,
& Travel Air Division . Info: 931-455-1794
OCTOBER 14-Georgetown , DE-Sussex County
Airport (GED). Delaware Aviation Museum
3rd Annual Wings and Wheels Fly-In. Vintage ,
Classic and Warbirds judging and awards.
Fun flying activities during the day. Rides
available for purchase in a 8-25 and PT-17 .
Antique and vintage cars as well as street
rods. Judging and awards for cars also.
Free admission to the public. Donations
appreciated. Info: 302-855-2355OCTOBER
29-Jean, NV-Jean Airport. 18th Annual
North Las Vegas International Ercoupe Ry In
and Halloween party (EOC Region 8). Info:
http://www.airnav.com/airportjOL 7

20@6

MAJOR FLy-INS
For details on EM Chapter fly-ins and other local
aviation events, visit www.eaa.orgJevents

Virginia Regional EAA Fly-In

Dinwiddie County Airport (PTB)
Petersburg, VA

September 30-0ctober 1, 2006

www.vaeaa.org

EAA Southeast Regional Fly-In

Middleton Reid Airport (GZH)
Evergreen, AL

October 6-S, 2006

www.serfi.org

Copperstate Regional EAA Fly-In

Casa Grande (AR) Municipal Airport (CGZ)
October 26-29, 2006
www.copperstate.org
For details on EM Chapter fty~ns and other local avia
tion events, visit www.eaa.orgjevents

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or
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 (c/[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
150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE!
www.airplanetshirts.com
1-800-645-7739
Flying wires available_ 1994 pricing.
Visit www.f/yingwires.com or call
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THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com
A Website with the Pilot in Mind
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Warner engines. Two 165s, one fresh
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mount with all accessories. Also
Helton Lark and Aeronca C-3 project.
Find my name and address in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.

A&P I.A.: Annual, 100 hr. inspections.

Wayne Forshey 740-472-1481
Ohio - statewide.

BABBITT BEARING SERVICE

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bushings, master rods, valves ,
piston rings. Call us Toll Free 1-800
233-6934 , e-mail ramremfg@aol.
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LET BRENCO HELP YOU GET YOUR IA

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Fabrication experience, has time and
shop space available for your project
or restoration. Waukesha, Wisconsin .
Email [email protected] with
details and questions.

CUSTOM PRINTED T-SHIRTS for your

flying club, flight shop, museum. Free
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Monasco C-4125 HP complete. Includes

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prop. No logs. $6,000 OBO. Ken 909
599-4164.

*WWW.AEROSPACEFACTS.COM
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JUST TRY IT ...

VINTAGE AIRPLANE

39

Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND

ASSOCIATION
THE EAA VINTAGE AIRCRAFT ASSOCIATION
OFFICERS
President
Geoff nobiso n
152 1 E. MacG rego r Dr.
New Haven, IN 46774
260-493-4724
cllie{[email protected]

ViC('President

George Dallbncr
2448 Lough L1 ne
Hart ford, W I 53027
262-673-5885
vaaflybo,v(q)lIsI1.an1l

Secretary

Tr~as ure r

Steve Nesse
2009 Highland Ave.
Albert Lea, M 56007
507-373- 167-1

Cha rles W. Ha rri s

72 15 East 46t h Sl.
Tu lsa, OK 74 147
91 R-622-8400

stllt's@d!'sklf1eC/ia.cmll

cw [email protected]

DIRECTORS
Steve Be nde r
85 Bru sh Hill Road
Sherborn , MA 01770
508 -653-7557
sst J(j(glcomcast .lIet

Jean nie Hill

1'.0. Box 328
Harvard, IL 600B-032S
8 15-943-7205

Davie! Ben nett

diIIS/WO<!!'owc .II('t

9 16-645-8.170

Espie "Butch" Joyce

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

al1l iqlll'f@;IIft'acll.com

wilulsockCn'aol.com

John Berendt
7645 Echo Poin t Rd .
Ca n non Fa ll s, MN 55009
507-263-24 14
mjb(cJlld(rNCOIIIIt'ct .co/ll

Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262-966-7627
sskroS@(lu/.com

Dave Cla rk
635 Ves tal La ne
Plain field, IN 46 168
3 17-839-4500

Robert D. " Bob" Luml ey

1265 South 124 th St.
Brookfield, W I 53005
262-782-2633

d(ll'f:'cpd(g~il/ll est .llet

11I 1 np e rrJ!~exl!cp c .COI"

Joh n S. Co peland
lA Deacon Street
Northborough, MA 0 1532
508-393-4775

Gene Morri s
5936 Steve Court
Roa noke, TX 76262
817-49 1-9 110

(opelalld I @'ij u"o.com

gl'ne1norris@IcJwrtcr. l let

Phil Cou lso n

284 15 Springbrook Dr.
Law ton, M l 49065
269-624-6490
r(u /I /:;0,,5 1 6@Jc_~.cu m

Dea n Richa rdson

H29 Kings Lyn n Rd
Stoughton, W I 53589
608-877-8485

Dale A. Gustafso n
7724 Shady Hills Dr.
Ind ian apoli S, IN 46278
3 17-29:1-4 430

S.H . "Wes" Schm id

2359 Lefeber Ave nue
\Va uwatosa, W I 532 13
414-77 1-1545

da/({aye<J:h nsll. con/

s/lscI1111 id(a1mifwpc.COII1

375 Killdeer Ct
Linco ln , CA 95648

dllr(iVoprilllire.c(}/1/

DIRECTORS

EMERITUS

Gene Ch ase
2159 Carlton Rd.
Oshkosh, WI 54904
920-23 1-5002

E.E. "Bud:" IWbe rt

8 102 Leech Rd.
Union, II. 60 180

GRCHA(g)c/wrter. ll et

bll(k7ac(g\/is.nd

8 15-q23-4591

Ronald C. Fritz

15401 Sparta Ave.

Kent City, MI 49330

616-678-501 2

Directory

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

Ph one (920) 426-4800

Fax (920) 426-4873

Web Si te: www. vintageaircra(t.org and www.airventllre_org

EAA a nd Division Membership Services
800-843-36 12 ........ FAX 920-426-6761
(8:00 AM-7:00 PM
Monday- Friday CST)
-New/ renew memberships: EAA, Divi
sio ns (Vin tage Aircraft Associatio n, lAC,
Warbirds), Nation al Associati on of Flight
Instructors (NAF I)
-Address changes

-Merchandise sales

- Gift memberships

Progra m s and Activities

EAA AirVen ture Fax-On-Demand Directory
. .. _. _. . . ... . . . . . . . . . . . . 732-885-6711
Auto Fuel STCs __ ____ _. ___. 920-426-4843
Build/ restore informatio n __ . 920-426-4821
Cha pte rs: loca hng/organ izing 920-426-48 76
Education . . . . . .. . . . . . . .. _ 888-322-3229
- EAA Air Academy

- EAA Scholarships

E-Mail: vintageaircra(t@eaa .org

Fli ght Advi sors informati on .. 920-426-6864

Flight Instru ctor info rmation 920-426-6801
Flying Start Program . _.. _. _ 920-426-68 47
Library Services/Research _. _. 920-426-4848
Med ical Ques tio ns _. . . . . . _. 920-426-6 11 2
Technical Coun selo rs _.. . .. . 920-426-6864
Young Eagles . . . . __ .. . .. . . 877-806-8902
Ben efits
AUA Vintage Insurance Plan . 800-727-3823
EAA Aircraft Insurance Plan _ 866-647-4322
Term Life and Accidental. _. _ 800-241-6103
Death Insurance (Harvey Watt & Company)
Editoria l . .. . .. __ . . , _. __ __ 920-426-4825
Vintage . . ... . . _..... . FA X 920-426-6865
- Submitting article/ pho to
- Advertising info rmati o n
EAA Av iation Fo undati on
Artifa ct Do natio ns _.. __ . .. 920-426-4877
Financial Support. ..... _... 800-236-1025

MEMBERSHIP INFORMATION
EAA

lAC

Membership in the Experimental Aircraft

Association, Inc. is $40 for one year, includ
ing 12 issues of SPORT AVIATIO N. Family
membersh ip is an additiona l $10 annually.
Junior Membersh ip (under 19 years of age)
is available at $23 an nually. All major credit
cards accepted for membership. (A dd $16 fo r
Foreign Postage,)

Curren t EAA members may join the

International Aerobatic Club, Inc. Divi
sion and rece ive SPORT AEROBATICS
magazi n e for an additional $45 per year.
EAA Membership, SPORT AEROBAT
I CS magaZine and one year membership
in t h e lAC Division is available for $55
per year (SP OR T AVIATION magazine
no t included) . (A dd $ 1 8 for Fo re ign
Postage.)

EAA SPORT PILOT

Current EAA members may add EAA
SPORT PILOT magazine for an additional
$20 per year.
EAA Membersh ip and EAA SP OR T
PIL OT magazine is availabl e for $40 per
year (SPORT AVIATION magaZine not in
duded). (A dd $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION

C urrent EAA members may join the
Vi n tage Aircraft Association and receive
VINTAGE AIRPLANE magaZine for an ad
ditional $36 per yea r.
EAA Membership, VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magaZine not in
cluded). (Add $7 for Foreign Postage.)

WARBIRDS
Current EAA memberS may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional $45
per year.
EAA Membership, WA RBIRDS maga
zine and one year membership in th e
Warbirds Division is available for $50 per
year (SPORT AVIATION magazine'not in
cluded). (A dd $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS
Please submi t your remittance with a
check or d raft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.

rFritz0)patIJwt,ynct. co m

Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright 2006 by the EAA Vintage Aircratt 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 Aircratt Association and is published monthly at EAA Avia
tion Center, 3000 Poberezny Rd . PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: [email protected] Association.whichincludesI2issuesofVinlageAirplanemagazine. 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 Airpfane, PO
Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses 10 World Distribution Selvices, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: [email protected]. FOREIGN
AND APO ADDRESSES - Please allow at least two monlhs for delivery of VINTAGE AIRPLANE 10 foreign and APO addresses via surface mail. ADVERTISING - Vinlage Aircratt Associalion does nol guaranlee 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 POLlCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
Ihe contributor. No remuneration is made. Material should be sent to: Edrtor, VI NTAGE AIR PlANE, PO Box 3086, Osl1kosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA. SPORT AVIATION, the EM Logo and Aeronautica fM 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.

40

SEPTEMBER 2 006