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VOL. 34 , No. 1

N E
2006

J A

UARY

CONTENTS

Straight and Level

by Geoff Robison

2
4

VAA News
Editor's Note
Expanding Vintage Airplane
by H.G. Frautschy

5
6

Aeromail
Reminiscing with Big Nick
The All-American Air Maneuvers
by Nick Rezich

10

So Long, Big Nick

Jim Rezich remembers his father
by Jim Rezich

12

VAA Hall of Fame

200S Inductee Charlie Nelson

15

Evaluating a Potential Project

Doing your homework before you spend your cash
by Budd Davisson

19

Wings Clipped for Added Zip!

Pegging the fun meter in a Vintage airplane
by Sparky Barnes Sargent

24
28

Type Club List

The Vintage Instructor
In a funk about the FIRC
by Doug Stewart

30

Hints from VAA Members

Shipping a propeller the economical way
by H.G . Frautschy with Espie "Butch" Joyce

32

Pass It to Buck
Just toolin' along
by Buck Hilbert

34

Mystery Plane
by H.G. Frautschy

38
39

Calendar
Classified Ads

COVERS

FRONT COVER: Monocoupe restorer Bill Symmes is one of the pilots who enjoy the zip of a clipped

wing airplane , in th is case , his 110 Special. See Sparky Barnes-Sargent's article on clip wing vin

tage ai rplanes in her article starting on page 19. EAA photo by Jim Koepnick.

BACK COVER: EAA Master artist Wil liam Marsalko loaned "Navy Ace David Ingalls." his watercolor and

mixed media illustration of a Sopwith Camel F.I flown by the only American naval ace to fly the Camel for

England and earn eight victories. Bi ll 's note mentioned that the pilots of the Camel could claim more en

emy aircraft than any other type, wi th 2425 confirmed victories. Bill's entry in the 2005 EAA Sport Avia

tion Art Competition reminds us that entries for the 2006 edition of this long running art show are being

accepted. Visit www. airventuremuseum.orgjartj, call the EAA Museum office at 920/ 426-6880, or e

mail EAAArtComp@eaa.org <mai lto:EAAArtComp@eaa.org> for information regarding thi s year's event.

STAFF
Publisher
Editor-in-Chief
Executi ve Director/Editor
Administrative Assistant
Managing Editor
News Editor
Photography
Advertising Coordinator
Classified Ad Manager
Copy Editor

Tom Poberezny
Scott Spangler
H.G. Frautschy
Jennifer Lehl
Kathleen Witman
Ric Reynolds
Jim Koepnick
Bonnie Bartel
Sue Anderson
Isabelle Wiske
Colleen Walsh

Director of Advertising

Katrina Bradshaw

Display Advertising Representatives:

~o rth ea s t:

Allen Murray

Phone 609-265-1 666, FAX 609-265- 166 1 e- mai l: al/' IIII11ITTa)@rllil/(/sprillg.colII

Southeast: Chester Baumga rtn er
Phone 727-5 73-0586, FAX 727-556-01 77 e-mail; cballlll/// @'IIIilldsprillg.wlII
Central: Todd Reese
Phone 800-444-9932, FAX 816-741-6458 email: toddlff'spc-lIIag.coIII
Mountain & Pacific: Keith Kn owlton &. Associat es
Phone 770-516-2743, (I-mail: kkll o lVlto/l @leaa .o~~

GEOFF ROBISON
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

Planning ahead

The New Year has arrived! 2005

has come and gone. Where the devil
did it go? How did it pass me by so
swiftly? It was a whirlwind year for
us here at the Vintage Aircraft Asso
ciation. Your board of directors was
able to accomplish a number of goals
in 2005, and we have a number of
items on the agenda to sort through
for the New Year as well.
Strategic planning is, and has been,
an agenda item for us for quite some
time now. I am pleased to report we
have a talented and dedicated group
of VAA directors working hard on
this important initiative. One of the
most critical elements of develop
ing a viable plan is to ensure that it
dovetails appropriately with EAA's
mission. Another critical element
of developing an effective plan is to
ensure that once the board of direc
tors adopts a plan, we begin the im
plementation process and move the
plan forward to successfully reach the
goals that we have set for our organi
zation. It is also critically important
that we continuously measure the
effectiveness of these goals as they
are met. These goals will need to be
consistently measured and tested for
effectiveness and value when com
pared to the resources expended.
I am excited that we have experi
enced an excellent planning process,
and we all hope the membership
will find a good measure of value in
this process as it develops. As time
marches forward I will look forward
to the many challenges we will face
in reaching and then enhancing
these goals as they are met.
Speaking of valued membership
initiatives, you may have noticed
this issue of Vintage Airplane is' a little

heftier than it has been in the past.

Through the efforts of our editor, H.G.
Frautschy, along with the able assis
tance of the VAA Editorial Commit
tee, and in response to the readership
survey conducted earlier in the year,
we are now committed to providing
eight additional full-color pages of
content in each month's publication.
This is but one new enhancement
planned and now implemented to
improve upon our excellent publi
cation, Vintage Airplane. For more
on what's planned, see H.G.'s addi
tional commentary in "Editor Note"
on pages 4-5. I also would like to
echo H.G.'s call for technical mate
rial from those of you out there who
have the experience as well as the de
sire to share it with the next genera
tion of vintage aircraft owners. We
truly need this additional content so
we are in the best position to prop
erly sustain this long-term effort to
expand this publication.
I would also like to join H.G. in ex
tending a hearty welcome to Marcia
"Sparky" Barnes Sargent, a writer new
to the pages of Vintage Airplane. I am
sure you will agree she is a welcome
addition to the content of this publi
cation. Welcome aboard, Sparky.
Now that winter has actually ar
rived, I find myself engaged in see
ing to those minor little fix-up items
on my two flying machines. My
trip to the airport this weekend saw
about 18 inches of drifted snow in
front of the hangar door, so what
better time to start planning some
improvements for my two worthy
steeds. The C-120 is in need of some
new paint on the gear legs, the cowl
ing, the wheel pants, and the doors.
This is to be accomplished right after

a visit to my favorite metal worker

to deal with a few dings in the alu
minum. With all those parts at the
paint shop, what better time to give
my girl a totally new interior. The
only really challenging part of this
project to me is the headliner. I have
never done one before, so this could
prove to be an interesting learning
curve. I may have to enlist the as
sistance of at least one person who
knows what to do.
As far as the C-170A goes, she is
in pretty good shape. But I think
I have a vacuum problem develop
ing, so I need to chase that down. As
far as planned improvements go, the
only thing I really desire for her right
now is a set of shoulder harnesses for
the front seats. The added safety they
would provide is a welcome comfort
ing feeling I desire in any aircraft I fly.
This project is of course contingent
on what's left in the checkbook after
the C-120 project is covered. Then the
next critical decision will be which
of these two aircraft I should take to
Sun 'n Fun Fly-In? Hmm, there's that
checkbook thing again. .
Tom Poberezny recently stated,
"Now is the time to begin planning
your journey to EAA AirVenture.
We promise you an experience un
matched anywhere else in aviation."
EAA AirVenture Oshkosh 2006,
the world's greatest aviation celebra
tion, is July 24-30, 2006.
VAA is about participation: Be a
member! Be a volunteer! Be there!
Let's all pull in the same direction
for the good of aviation. Remember,
we are better together. Join us and
have it all.

VINTAGE AIRPLANE

FEDS ORDER AIRCRAFT

OWNERS TO UPDATE
REGISTRATIONS BY
FEBRUARY 2006
Aircraft owners and operators
have until February I, 2006, to en
sure their aircraft registration infor
mation is properly completed and
up to date (including address) or
they may be denied access to the
National Airspace System (NAS).
An FAA notice published in the
Federal Register on December 9 in
dicates that the FAA and TSA "will
revitalize and refocus" U.S. airspace
monitoring capabilities to ensure
that each aircraft operating within
the NAS has met all statutory, reg
ulatory, and certification require
ments, effective February I, 2006.
This notice is the latest FAA ac
tion intended to ensure that only
properly registered aircraft operate
within the NAS. Previous requests
to register aircraft and update con
tact information were in an effort
to update the aircraft owner data
base and assist local law enforce
ment agencies in the event of a
downed or overdue aircraft.
The current notice states that
operators of aircraft identified as
having "questionable registra
tions" and/or no TSA-required se
curity measures/waivers will be
notified of the deficiency. A pi
lot deviahon will be filed on the
operator, who may be denied ac
cess to the NAS. If the operator is
not the owner, both operator and
owner will be notified of the defi
ciency and both will be subject to
any action deemed warranted by
the agency in accordance with lo
cal, state, and federal regulations.
Visit www.faa.gov/aircraft/airJert/
aircra(Cregistry/ to search the FAA
database. To find what informa
tion is on file with the FAA re
garding your aircraft, visit www.
(aa.gov/licensesJerti{icates/aircraft_
certi{ication/aircra(Uegistry/interactive_
aircraft_inquiry/.
2

JANUARY 2006

EAA, NAFI ASK TSA TO

EASE RECURRENT
SECURITY AWARENESS
TRAINING HURDLES
WAIVER SECURED FOR 'IN-MONTH'
RECURRENCY REQUIREMENT

EAA and the National Associa

tion of Flight Instructors (NAFI) are
asking the Transportation Security
Administration (TSA) to help flight
schools and independent flight in
structors comply with mandated
recurrent security training. Specifi
cally, the member organizations
would like TSA to create a free and
field-accessible program to help en
sure compliance with TSA regu
lation 49 CFR Part 1552, "Flight
Training for Aliens and Other
Designated Individuals; Security
Awareness Training for Flight
School Employees."
EAA and NAFI are also asking
TSA to make finding regulatory re
quirements within the TSA website
a much simpler process by creating
web links to specific Department of
Homeland Security (DHS) and De
partment of Transportation (DOT)
regulations that impact initial and
recurrent training.
Meanwhile, thanks to direct in
volvement from EAA, NAFI, and
other aviation organizations, TSA
has waived a requirement for flight
school employees and independent
CFls to receive recurrent security
training in the same month as when
they received initial security aware
ness training. The waiver instead
allows 18 months to get annual secu
rity awareness recurrency training.
EAA Government Relations Di
rector Randy Hansen and EAA Vice
President of Government Relations
Doug Macnair made the requests
during a series of recent discussions
with TSA officials.
"We (EAA and NAFI) have re
ceived several phone calls from our
members who are confused by the
current process and find it difficult
to locate specific regulatory and ad

ministrative requirements within

the TSA website," Hansen said.
"Part of the confusion lies in the
lack of information on the website
about which TSA officials the pub
lic should contact when questions
arise concerning either the initial
or the recurrent security awareness
training programs. We hope our
discussions with TSA will eliminate
these issues."
TSA initially published the Se
curity Awareness Training program
for flight schools and independent
CFIs in the Federal Register on Sep
tember 2004, creating 49 CFR 1552.
The initial training requirements
required flight school employees
hired on or before January 18,
2005, to receive the initial training
no later than January 18, 2005. For
employees hired after January 18,
2005, initial training must be com
pleted no later than 60 days after
date of hire. A key component of
this new rule is the requirement
for those same employees to com
plete recurrent training each year
"in the same month as the month
they received initial training."
Training requirements of 14 CFR
1552 include procedures for veri
fying citizenship of those seeking
flight training; procedures for non
U.S. citizens (aliens) seeking flight
training; and mandatory security
awareness training for all flight
school employees and indepen
dent CFIs.
The one-year anniversary date
for those first trained has passed, as
many instructors and flight school
personnel completed their initial
training in October 2004. Many of
these individuals and others who
completed training in November
2004, December 2004, and January
2005 may not have completed the
recurrent training requirements,
simply because the TSA regulatory
guidance was, or is, very difficult
to locate. As a service to members,
EAA has worked hand in hand with

TSA officials to develop the guid

ance below for flight schools and
independent CFls to complete
the requirements of paragraph
lSS2.23(d) Recurrent security
awareness training program TSA
regulation lSS2.23(d):
(d) Recurrent security awareness
training program.
(1) A flight school must ensure
that each flight school employee
receives recurrent security aware
ness training each year in the same
month as the month the flight
school employee received initial se
curity awareness training in accor
dance with this subpart.
EAA Note: For those instructors
and employees who met the initial
training requirements in October and
November 2004, your recurrent one
year anniversary date has passed. See
the next note for a recent change to
this issue.
EAA Note: "As a direct result of
the concerns ofEAA, NAFI, and others
in the flight-training industry, TSA has
published a waiver to the requirement
to 'receive recurrent security awareness
training each year in the same month
as the month the flight-school em
ployee received initial security aware
ness training,' as currently required
by TSA regulation," said Doug Mac
nair. "This waiver (Docket No. TSA
2004-19147) will allow flight schools
and independent CFIs to complete the
mandatory recurrent training within
eighteen (18) months of initial train
ing. This change will greatly assist
flight schools and independent CFIs
in meeting both ongoing student flight
training and the TSA recurrent security
training requirements. It's a win-win
for all."
(2) At a minimum, a recurrent secu
rity awareness training program must
contain information regarding
(i) Any new security measures
or procedures implemented by the
flight school;
EAA Note: This involves a secu
rity briefing by a designated individ
ual (chief pilot, school owner, school
security officer, etc.). It should also
include a review of airport security
and airport watch procedures in a

SKIPLANES PREPARE FOR A NN U A L F LY- I N

Get your skis ready for Saturday, January 28, and EAA Pioneer Air
port's annual EAA Skiplane Fly-In. The event will be held, snow or no
snow, from 8:30 a.m. to 4 p.m.
If there is sufficient snow on the ground, skiplanes will get the rare
opportunity to land at historic Pioneer Airport. If the ground remains
bare and firm, wheeled airplanes will be allowed.
If planes cannot fly into Pioneer, all are invited to stop by to enjoy
chili and cake to celebrate the birthday of EAA's matriarch Audrey Po
berezny. Soup's on at 10:30 a.m.
Pilots intending to fly-in must contact Sean Elliott (920-426-4886)
to preregister and receive an arrival briefing. For those who wish to fly
in and land at Wittman Regional Airport, a shuttle service will operate
throughout the day to and from Basler and Orion FBOs.

briefing conducted by an airport offi

cial (manager or their designated rep
resentative, etc.).
EAA Note: For independent CFIs,
this section would be met by obtain
ing a security briefing from the air
port manager or their designated
security representative.
(ii) Any security incidents at
the flight school, and any lessons
learned as a result of such inci
dents;
EAA Note: This requirement
cou ld be met the same way as
above-briefings to review security
issues at the flight school and air
port, including lessons learned, etc.
The same personnel, as noted above,
may conduct the review.
(iii) Any new threats posed by or
incidents involving general avia
tion aircraft contained on the TSA
website; and
EAA Note: TSA does not yet
have this information posted on the
Web. Once it's posted, this recurrent
requirement becomes a mandatory
component of all recurrent security

awareness training programs covered

by this regulation.
(iv) Any new TSA guidelines or
recommendations concerning the
security of general aviation aircraft,
airports, or flight schools.
EAA Note: It would be ap
propriate to visit the TSA general
aviation website at www.tsa.gov/
public/display?theme=180 and review
the information. Items of importance
include, but are not limited to, all the
topics listed under the General Avia
tion Security Initiatives section . A re
view of the TSA document "Security
Guidelines for General Aviation Air
ports" would also be appropriate. Sev
eral sections of this document discuss
relevant security measures applicable
to flight schools and aircraft security.
EAA Note: For independent CFIs
operating out of a Slnall airport with
out an airport manager, the recurrent
training requirement may be met by
receiving an airport security brief
ing from the law enforcement agency
which has the geographica l responsi
continlled on page 36
VINTAGE AIRPLANE

H.G. FRAUTSCHY
ED ITOR , VI NTAGE AI RPLANE

EXECUTIVE DIRECTOR, VAA

Expanding Vintage Airplane

With this issue, the Vintage Air

craft Association and its flagship
magazine, Vintage Airplane, begin
the new year with a change we hope
you'll welcome-the addition of
eight more full-color pages to each
monthly copy. Based on comments
we've received and the results of a
survey conducted during the sum
mer months, the addition of these
eight pages will be the first in a se
ries of changes that will make the
magazine more closely reflect the
needs of our membership.
None of the changes will be dra
matic or shocking; rather, they're
more like the mid -course correc
tions of a few degrees we all find
ourselves doing on a cross-country
flight. A tweak here, an addition
there, and we should be in good
shape to continue enjoying vin
tage aviation.
Along those lines, we've added
a new writer to our pages, Marcia
"Sparky" Barnes Sargent. Many of
you will recognize Sparky's byline
from her work in Custom Planes and
GA News & FLyer. Sparky restored
her Piper PA-17 and was one of 50
pilots chosen to represent her then
home state of Tennessee by flying
the state flag to the Wright Brothers
National Memorial in 2003. She's
an enthusiastic vintage airplane
nut, and her infectious joy over
vintage aviation comes through in
her writing. Welcome, Sparky!
It has been my p leasure and
honor to serve as the editor of this
magazine for more than 15 years,
starting in October of 1990, when
[ took over the reins from Mark
4

JANUARY 2006

Phelps. I am blessed with the input

of a dedicated and passionate board
of directors and have had the lux
ury of being able to confer over the
past years with three of the previ
ous editors of this magazine, Gene
Chase, Jack Cox, and the late Al
Kelch. I also have the gUidance of
an editorial committee comprised
of members of the VAA board of
directors. After reviewing the sur
vey data and meeting to discuss
the content of Vintage Airplane, the
committee and I agreed that a regu
lar review of the magazine's content
was a good idea, and the results of
the most recent review will start to
become apparent during the com
ing months.
Not surprisingly, some of our
readers' favorite topics relate to
technical issues. Members want to
see more "how-to" type articles,
and as our membership changes to
reflect the incorporation of younger
members, more basic information
is needed to nurture those who
come to us with scant knowledge
but plenty of enthusiasm. That's
where many of our more experi
enced members come in. We need
your articles!
Some things never seem to change,
and one of these is the need for mate
rial to create a useful association pub
lication. Let me quote from a column
written by EAA Founder and Chair
man of the Board Paul Poberezny:
If I had a penny for every time I
was promised an article but never re
ceived it, I would need a big jar to
hold them all. I am sure Sport Avi
ation editor Jack Cox can document

many similar instances of his own.

Let's face it, the tOllghest job facing
any association today is getting out a
timely, worthwhile in-house publica
tion. One easy way to solve that prob
lem is to have a paid editorial staff
that does all the work, from research to
writing. This would make membership
dues cost-prohibitive.
I find today that many members of
EAA forget that Sport Aviation and
Vintage Airplane are THEIR publica
tions. It is not a newsstand item with
stories written by paid editorial staff.
Rather, it is a house organ with arti
cles written by the members, for the
members. I guess because it has de
veloped into such a fine publication,
people tend to forget that we are all
amateur publishers at heart.
The problem is universal. As I re
view the hundreds of Chapter newslet
ters that come through Headquarters
each month, it becomes apparent that
each of the newsletter editors faces the
same problem . .. where do we get in
formation and who will contribute?
The Vintage Airplane is facing
the same problem. There are many
great stories to be told and fine photos
to be printed. But unless we can get
participation from the membership,
your editOJ~ Al Kelch, cannot do it all.
He already has a lead on many fine
stories but has found that it takes
three or four letters and a number
of phone calls before he can receive
a response. Many times he is prom
ised an article and it is two, three, or
four months before any information
is received. When information is re
ceived it may be incomplete and fur
ther pursuit is needed.

To each one of you I say, the Vin

tage Airplane is your publication.
Your editorial staff NEEDS YOUR
HELP. If you need an item of inter
est or know of any item that would be
noteworthy, please let Al or any of the
officers, directors, or contributing edi
tors know about it. If you say you are
going to write an article, please do so.
lt is a big job to put together this pub
lication, and it is being done by com
plete volunteer effort. Let's all work
together to make a tough job eas ier.
Each one of us will benefit.
Quoted in part from Paul's
March 1976 Vintage Airplane col
umn, "Whistling In The Rigging."
This is your association, your
magazine. I enjoy writing articles
and editing it each month, but I
don't think you want it to be "all
H.G., all the time." A good mix
of contributors and ideas helps
keep the foundation of the maga
zine and the association a strong
one. The VAA is much more than
simply a piece of real estate where
we meet once a year; there are is
sues to be worked out related to
government rulings, judging air
craft at fly-ins, and many other
items that affect our enjoyment
of all vintage airplanes. So open
the floodgates, and let me be
deluged with the fruits of your
experience. For guidelines for
article submissions, visit www.
vintageaircraft.org and click on
the Publications link. If you pre
fer the mail, drop me a line here
at EAA HQ and we'll pop a copy
in the mail.
~

A FEW

JACKAROO NOTES

I keep referring back to Budd's

article on the Jackaroo in the April
issue of Vintage Airplane. In particu
lar, I found the beautiful photogra
phy absolutely fascinating. I've had
the pleasure of periodically meet
ing up with Tom Dietrich over the
years, and he has helped me out on
one or two occasions. A really nice
chap. Since he, too, was a modeler,
I suppose I really was not surprised
when he told me that the nicely fin
ished flying and landing wires were
sprayed with silver HobbyPoxy ep
oxy model paint!
Anyway, I had the benefit of
watching all of the Jackaroos come to
life, since I often flew out of Thrux
ton, which was a few minutes down
the road from my RAF base, the Aero
plane and Armament Experimental
Establishment at Boscombe Down,
in Wiltshire-very close to ancient
Stonehenge. Boscombe was the UK's
equivalent of Edwards Air Force Base.
Thruxton has also appeared be
tween the covers of EAA's publica
tions in the past, since that place also
was where John Isaacs' mini Spitfire
was finally completed and I was oc
casionally able to look in on John.
However, my real reason for writ
ing was to add a little to the written
history of the Jackaroo, since Budd
chose only to mention that its cre
ator was "an RAF officer."
So let me set the record straight.
The former RAF officer was a squad
ron leader, Bill Doran-Webb, RAF,

retired, at the Wiltshire

School of Flying. It was
his initiative and drive
that envisioned a market
for some of the hundreds
of ex-RAF Tiger Moths
that had come up for dis
posal after World War II. I
know I saw many, many
wingless Tiggies stacked
up on their noses, almost
like sardines, at 33 Maintenance
Unit on my father's base, the nearby
RAF Station Lyneham. In fact, as
an ATC cadet of 1304 Squadron, I
had lessons on DF186 there. At the
tender age of 15, don't think that I
didn't look first at my meager "two
bob a week" allowance and then at
one of those Tigers!
As you now know, Squadron
Leader Doran-Webb obtained a
number of them with a view to
their conversion into a relatively
inexpensive and easily maintained
conveyance for Australia and Third
World countries. While I men
tioned "drive" in connection with
the squadron leader, it was of little
use trying to engage him in con
versation. He most definitely was a
"driver" and had no time to stand
around lollygagging!
One more snippet: Somewhere
I read that four de Havilland Tiger
Moths could be built for the cost of
one Boeing Stearman-World War II
figures, of course.
Best wishes to all "antiquers," in
particular to those who find it en
joyable keeping the older UK types
of my youth in the air.
Jim Newman
Kent City, Michigan
~
SEND YOUR COMMENTS AND QUESTIONS
TO:

VAA,

LETIERS TO THE EDITOR

P.O. Box 3086

OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO:
VINTAGEAIRCRAFT@EAA.ORG

VINTAGE AIRPLANE

REMINISCING WITH BIG NICK

BY NICK REZICH
PHOTOS COURTESY OF NICK REZICH

The recent announcement of the Second Annual

Mid-Winter Sun 'n Fun Fly-In at Lakeland, Florida, re
minds me of the good old All-American Air Maneu
vers held in Miami from 1928 to 41. I did not attend
the 1928 show, but by 1938 I had accumulated enough
money and experience (thanks to Howard Aircraft) to
attend every year thereafter.
One of the highlights of the Miami Races from 1938 on
was the Light Airplane Cavalcade to Miami-better known
as the "Gulf Oil Tour." I believe this was the greatest single
contribution to sport flying in American aviation history.
It was also sometimes called "The Cavalcade of Cubs."
It was co-sponsored by Aeronca, Taylor-Young Aircraft,
Piper Aircraft, and the aviation department of Gulf Oil
Co., with Gulf picking up the tab for all the gasoline
and oil. The tour was divided into three divisions-East
ern, Central, and Southwestern.
The Eastern Division started in New York from Roos
evelt Field; the Central Division originated from Bow
man Field, Louisville, Kentucky and the Southwestern
Division started from Dallas, Texas. Each division had
subdivisions that joined them along the way, which

then became a caravan.

The original plan was that all the divisions would
fly to Orlando, Florida, where the entire group would
assemble for a massed flight to Miami on the opening
day of the races. The idea was great, but somebody for
got to inform the weatherman.

Reprinted from Vintage Airplane September/October 1975

6

JANUARY 2006

"This is your captain speaking. I have some good news and

some bad news. First the good news: We have a tailwind
and are making good time. Now for the bad news: We're on
a mountaintop somewhere in Tennessee."

The reason I think it was the greatest thing that hap

pened to sport flying was that all one had to do to partici
pate was fill out an entry form giving your airport of origin,
type of airplane, engine, and some personal history, and
agree to display the Gulf Oil decal on your airplane.
It was as simple as that. In return, you received a
packet that included a very detailed flight plan listing
the airports and the Gulf Oil dealers along your route;
also included were the dates and cities where your divi
sion caravan originated and the caravan route. A book
of gas and oil tickets was issued for the round trip. You
used these to pay for your gas and oil. They allowed
quite a bit for getting lost-as most everyone had tick
ets left over after reaching home.
We also received listings of available overnight park
ing, hotels at special rates, overnight stops that had
planned entertainment, and passes to the races.
The first year of the Cavalcade some 210 lightplanes
participated, but after the word was out that Gulf Oil was
picking up the tab for all the gas and oil, the figure rose
to more than 1,000. In 1939, during a press conference,
Claude Pullen, president of the Miami All-American Air
Maneuvers, announced that the morning of January 5,
1940, would mark the birth of a new day in American
aviation history, when more than 1,200 airplanes, or
10 percent of all the private planes in the United States,
would be on the Miami Municipal Airport. Well, when
that big fat moon over Miami gave way to a bright,
sunny dawn on January 5, there indeed were more than
1,200 airplanes in town for the races, thanks to the Gulf
Oil Company and the Light Plane Cavalcade.
Wouldn't it be great if some enterprising young PR
directors for Gulf Oil and Piper Aircraft announced a
similar program for the coming Sun 'n Fun Fly-In?
The tour that I had the most fun on was when I was
initiated into the Alligators Club.
My flying partner for the tour was Ted Linnert, one
of the original engineers for Howard Aircraft, who
owned the Lycoming-powered T-Craft we flew.

Accompanying us was another original Howard engi

neer, Ted Patecell, flying a Continental 50 Cub, and two
of my buddies from Harlem Airport, Bruno Gramont
and Jimmy Merrick, flying Jimmy's new Cub Coupe.
Ted and I left from Rubinkam Airport on Chicago's far
south side, and the others from Harlem Airport. Our
first stop was Indianapolis, where we topped off the
tank and were joined by several Cubs and T-Crafts en
route to Louisville to join the caravan and make our first
overnight stop. Our first taste of Southern hospitality
came after our landing at Bowman Field, where it was
still overcoat weather, but a big improvement over the
2 degrees we left behind in Chicago. We shut down in
front of the Gulf gasoline pump, and before you could
say "willy whiskers," two linemen grabbed our bags, led
us into the warm office, and notified us that they would
top off the tank, check the oil, clean the inside, and put
the airplane in the hangar for the night.
In the meantime, a shapely young beauty informed
us that our transportation was on the way and that she
would call the hotel and notify them of our arrival.
Wow! All this and free gasoline!
Arriving at the hotel, we met a bunch on their way
to dinner. They informed us of the party to follow and
suggested Bishops as a good place to eat. After dinner
at Bishops, it was back to the hotel to get rid of the
overcoats and hats and join the party. During the in
troductions at the party, we met another Chicagoan
from Ashburn Field flying a 50-hp Aeronca Chief, his
sale purpose for going on the tour was to party! And
party we did, all the way to Miami! Nine years later,
Mr. Party, Jack Woods, became my co-pilot on a DC-3
flying for the nonskeds.
The next morning, hangovers permitting, we were
off for Bowling Green, Nashville, and Chattanooga,
our second scheduled overnight stop. Our departure
from Louisville was in clear, cold weather, and the trip
to Nashville was pleasant and uneventful. At Nash
ville, we were advised that there were low ceilings be-

Ted Linnert in the bridal suite at Valdosta, Georgia. Note

the portable Learadio on the nightstand.
V I N T AGE A I RPLANE

tween Nashville and Chattanooga and that it would be

advisable to sit in Nash ville until the weather moved
through Chattanooga.
While sitting on the ground for a couple of hours
and still wearing that damn overcoat, I decided to ex
ercise my knowledge of mountain flying. Wh y not?
I'd flown this route before and didn't have any prob
lems-no sweat!
I proceeded to give Ted a snow job about pushing on,
but Ted was not quite ready to buy my line of bull. We sat
for another hour, and by then I was really getting antsy. I
checked the new Chattanooga weather and it was better;
in fact, it was good. I put the arm on Ted again, and this
time he knuckled under and agreed to go.
Yep, you guessed it. Thirty minutes out and the clouds
were pushing us down. I dropped down about a thou
sand feet to where the visibility improved quite a bit.
For the next 30 minutes I kept going lower and the ter
rain kept getting higher until we were into the moun
tains. As the visibility deteriorated, I kept turning,
trying to keep sight of the mountaintops.
Ted was busy with the map, trying to trace all my
turns with one eye while keeping a lookout for trees
with the other. Someone suggested that we turn back
and land at an airport that Ted spotted in the lower ter
rain, to which I replied in classic form, "Don't worry,
Ted, I'll fly along the ridge, pick up a road and follow it
over to the other side." We continued blindly for about
another 10 minutes when I spotted a saddle on the
ridge. I turned and we squeaked through only to find
total obscuration.

Ted Linnert tying down the T-Craft at Miami. Holding Ted's

head is another Howard Aircraft engineer, Ted Patecell, who
is now a captain for Pan American. After World War II, Ted
fixed up a DGA-15 to look like Mr. Mulligan, including the
original NR-273Y registration number. He also was the first
sales representative for Lear Jet aircraft sales. Jim Mer
rick's Cub Coupe is in the background.

As I made a turn to parallel the ridge, I said to myself,

in your mess kit!/I Ted was
"Nick, I think you just
not saying a word, but I knew what he was thinking.
The next five minutes convinced me that this flight
was going to terminate in the boondocks, when sud
denly I spotted a field out the left window that looked
like an Iowa hayfield. I chopped the throttle, and with
a nose-high turning slip, I was on the ground in sec
onds-nary a ripple.

Ted Linnert and the T-Craft somewhere on a mountaintop

along the Walden Ridge in the Crabapple Mountains north
west of Chattanooga. Ted, a fonner engineer for Howard Air
craft, is now with the A.L.P.A. Safety Board.

Airport manager at the mountaintop airport in Tennessee

collecting his landing fee.
S

JANUARY 2006

As I taxied up to the fence-or did we roll out to the

fence?-I turned to Ted very assuringly and said, "See!
I told you I knew these mountains." As we shut down
and got out, Ted handed me the map and said, "Show
me where we are!/I
My 2S,OOO -word vocabulary shrunk to "Ah!
Ummm! Ah!/I
We spent the next hour or two exploring the moun
taintop, trying to figure out a way of spending the night
without freezing to death. By then the weather kept im-

proving until we could see the mountaintops clearly.

We agreed we had enough fuel and daylight to make
Chattanooga-if we were where we thought we were. I
climbed back into the left seat, and Ted gave the prop a
twist and we were off into a brisk northwest wind with
a run of only about 300 feet. We made a climbing turn
and rolled out on a southeast heading, and in about
20 minutes we were past the last ridge. There were the
Tennessee River and Chattanooga dead ahead. The
landing at Chattanooga was routine, and again the
Southern hospitality and the very fine Gulf Oil service
was quite evident with two linemen greeting us and
treating us like we were VIPs.
The evening was spent partying and meeting about
30 to 40 Ohio and Kentucky pilots who were joining
the caravan.
The cold front we had been chasing was now lying
across Atlanta, so we spent the following day sight
seeing. I spent the morning rooting around in all
the hangars, where the find of the day was the 1930
Thompson trophy-winning Laird Solution being used
as a skywriter for 7-Up.
The next day we planned for a takeoff at dawn in
hopes of reaching Orlando by nightfall. The next morn
ing some SO-plus lightplanes lifted off the runway at
Chattanooga headed for the land of the sun.
All went well until reaching Valdosta, Georgia. Land
ing at Valdosta, we learned that the cold front was now
a warm front that covered all of north Florida, with ceil
ings varying from zero to 200 feet, with drizzle and fog
and no improvement until the next day.

I again tried my sales pitch on Ted, telling him about

my previous experiences along this route and the bit
about no mountains, just flat ground and plenty of air
ports. He took one look at me and said, "Nick-O-Louse,
this is not a race and I know all about our experiences,
and I don't care to spend the night in the swamps with
the alligators!"
By sundown every square foot of the Valdosta Air
port was covered with airplanes. And every motel and
the hotel were full. We managed to squeeze into a sin
gle room in the town's only hotel, while many of the
others camped out with their planes. Georgia laws
didn't permit much partying, so it was a hamburger
and off to bed.
The next morning the weather had cleared and we
all were off for Orlando.
Arriving at Orlando, it looked like Oshkosh '75
there must have been 200 airplanes on the ground and
another SO in the pattern.
After landing we were quickly guided to our tied own
area, where we were met by a chauffeur-driven limou
sine collecting people for the trip to the hotel.
At the hotel the driver announced that he would re
turn at 6:30 to pick up all those going to the Alligator
Club initiation at the Country Club. Wow! What ser
vice. This is the best tour of all!

Editor's note: Sadly, this was Nick's last column written for
Vintage Airplane. Nick was diagnosed with throat cancer,
which took his life a few years later, in 1981, silendng the
"Voice ofthe EAA./I
.,...

VINTAGE AIRPLANE

Jim Rezich remembers his father

JIM REZICH

Thanks for reprinting all the

"Reminiscing with Big Nick" ar
ticles. They have brought many
phone calls, e-mails, and personal
notes from countless people who
have enjoyed them either for the
first or second time.
One question I usually get is,
"What's next?"
Since this was his last article,
the next question is usually, "Why
did Big Nick stop writing?" The an
swer to the first question is clear;
sadly, there are no "next articles,"
but I do know some of the titles to
pieces that Dad planned on doing,
like "Jim's First Solo, "DC-3 Days
at International Harvester," "Rock
ford-The Early Years," and "Capt.
John and the Ford Tri-Motor," to
name a few.
The writing stopped when can
II

10

JANUARY 2006

~EEIJ..ING

OF AL..l

US ING

ThiE TrItlR@ffi1iLE
f0RWAR
~EEILING

"ERiE

WHElEI!.S lLEAME
THE GR0WNID.

cer trea tmen ts began to reduce

his activities. During his recov
ery he had intentions of picking
up where he left off. As a matter
of fact, one of Dad's biggest em
barrassments was his handwriting,
or should I say handprinting. As
Jack and Golda Cox can tell you,
they received each month's arti
cle handprinted in all capital letters
on yellow legal paper, with the ac
companying photographs.
Some of my most treasured
possessions are those original
handprinted pages that Jack so gra
ciously returned to me before he
retired from EAA . Since this was
the 1970s, we didn't have the lux
ury of laptop computers and word
processors, so during his recovery,
Dad tried to master the typewriter.
But he knew his time was limited,

hls corporate flying.

mer copilot/mechanic Gary Beck
now as acting chief pilot, the At
wood family advanced Dad's po
sition to director of aviation. He
continued to fly until he amassed
more than 35,000 hours of acci
dent-free flying. He also oversaw
the building of a new hangar and
the acquisition of the company's
first jet, a Citation II. He retired af
ter 22 years of service.
Aviation was Dad's entire life,
from profession to hobby. He loved
to fly, and it didn't matter what
kind of airplane it was. He said the
greatest feeling of all was pushing
the throttle forward and feeling
the wheels leave the ground. Those
people lucky enough to have had
a chance to fly with him can attest
he was a talented airman, regard
less of the airplane.
His passion was aviation, and
he helped bring it to everyone he
could. From his involvement with
EAA and the then Antique/Classic
Division, to the Antique Airplane
Association, the OX-S Club-where
he served as national president
the Quiet Birdmen, the Polish air
force, the original Confederate Air
Force, and on and on. And he was
vocal! His deep, booming voice
could be heard halfway across the
room, halfway across the hangar,
or halfway across the airport! With
or without a microphone!
He loved air shows, from flying
the Travel Air in them, to exciting
the crowd with his unlimited de
scriptions of-his term-"flip flops"!
I can't tell you the number of early
local Midwest EAA fly-ins, lAC con
tests, and air shows where my dad
handled the announcing as well as
flying in the shows . And most of
these were gratis; it was his way of
helping promote sport aviation.
I was fortunate to start accompa-

As time progressed, I was also a par

ticipant with the )-3 Cub I learned
to fly in, and I was encouraged, by
the likes of Marty Headtler and Bill
Bordeleau, to be an active contrib
utor by doing the announcing for
my dad's air show routines.
Big Nick's last flight was on July
4, 1980, to the air show at the
Ogle County Airport in Mt. Mor
ris, Illinois. It was in the Travel Air
NC81l5, and I was lucky enough to
be back in the front seat. We went
as spectators this time, not partic
ipants. When the show was over
and we departed for the return to
Rockford, the smoke was on for
the takeoff and the chandelle after
ward! Along the way back to Rock
ford, Dad spotted a family picniC,
and those strangers would get to
see the last air show by Big Nick as
he did several loops and rolls with
the smoke on continuously.
Our arrival at Rockford was his
"standard" no-radio knife-edge
to-knife-edge wing rock, with his
trademark nose-high turning side
slip to a perfect three-point touch
down . We pushed the Travel Air
back into its hangar like we had
done so many times before, and
locked the door, knowing that
flight was Big Nick's last time at the
controls. In January 1981, with all
of his family near him, he would
pass away quietly at home.
Having Dad inducted into the
2003 Vintage Aircraft Association
Hall of Fame was a spectacular trib
ute, and it left me speechless to
see so many old friends and hear
so many people "Reminiscing with
Big Nick" that evening.
It is unfortunate that EAA didn't
start its Timeless Voices program
sooner; it would have been nice to
hear liThe Voice of EAA" again, but
thanks to Vintage Airplane, we can go
back and relive Big Nick in print~

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~
VINTAGE AIRPLANE

11

N~
Born into a tenant farming fam
ily in 1931, Charles E. Nelson be
came interested in aviation in grade
school, when a )-3 Cub landed near
his Euchee, Tennessee, school to
wait out some bad weather. While
his father plowed the fields of the
Tennessee River bottomland, 7
year-old Charlie was whittling
model airplanes from cornstalks .
Growing up during World War
II, he developed an interest in all
things mechanical and electrical.
By 1949, 18-year-old Charlie had
volunteered for a three-year Air
Force enlistment.
As an airman, he was sent to
Airborn e Radio Operators School,
where he received his Amateur Ra
dio license "W4RST," which is still
curre nt today. After graduation

from Keesler radio school he was

assigned to SAC at Carswell AFB,
Fort Worth, Texas. While at Car
swell, he was tasked to build and
maintain a Military Amateur Radio
Service station, which he did until
the Korean war saw him reassigned
to a communications base in Eng
land, where he learned to decode
Russian weather reports.
After a one-year extension of his
enlistment, he was honorably dis
charged and found himself at work in
Tulsa, Oklahoma, at Douglas Aircraft
in the electrical development depart
ment. A return home to Tennessee
led him to work with the phone
company. In 1955 he was involved
in dirt-track racing, both as a backer
and as a track announcer, money that
would eventually be used in part to
PHOTOS COURTESY CH ARLI E N ELSON

12

JANUARY 2006

Chariie Nelson eariy in his Air

Force career.

During the Korean War he was assigned to a commu

nications base in England, where he learned to decode
Russian weather reports_

Above three photos: A remarkable achievement by Charlie and

other members of the club was the recovery and subsequent resto
ration of the Temco Buckaroo. Sold to the Saudi government, parts
of the Buckaroos were languishing in a desert bone yard when they
were found. The restored airplane can now be viewed at the Swift
Museum Foundation's facility at the Athens, Tennessee, airport.

The first airplane owned by Charlie was this Luscombe

SA, which he later sold to Jack and Golda Cox.

buy his first airplane. He also found

time to get married and was blessed
with his daughter, Pam, who works
with her father as the secretary of the
Swift Association office.
A lifetime of business ventures with
his partner, David Boyd, included ven
tures in a campground, sub-division

development, and cemeteries.

While involved in business in
Ardmore, Oklahoma, Charlie en
rolled in an American Flyers" pilot
school, the only American student
in a classroom full of Afghani stu
dent pilots. After soloing a J-3 Cub,
in 1961 he bought a Luscombe 8A.
1/

Later, he bought an airplane sal

vaged from the Tennessee River,
the airplane to which he'd become
indelibly linked-a Swift. He later
sold the Luscombe to another VAA
Hall of Fame inductee, Jack Cox,
and his wife, Golda.
Charlie's interest in aviation
V IN TAGE A I RPLANE

13

Aspecial moment for Charlie was getting to know John Kennedy of Ft. Worth, Texas,
the man behind Globe Aircraft Company. Kennedy's company was the first producer
of the Swift, and his attendance at the 1994 Swift FIyln will long be remembered.

Charlie's love affair with the GlobelTemco Swift

started with this airplane, which he flew to the 1964
EAA convention in Rockford, Illinois. He has not
missed a convention since that first visit. On the way
home from that convention, Charlie was inspired
to start the club which he has overseen since that
time-the International Swift Association.

continued to take root, and he at

tended his first EAA convention in
Rockford in 1964. He hasn't missed
one since.
His early visi ts to the EAA con
vention convi n ced h im that the
owners of Swifts needed a way to
comm u nicate with one another.
While flying home in his second
Swift, he developed a plan of action
and placed a two-dollar ad in Trade
A -Plane. The International Swift As
sociation, whic h later became t he
Swift Museu m Foundation, qu ickly
14

J ANUARY 2006

The flagpole and its 10-ton base from

the Globe factory now sits in front of the
museum foundation's facility, thanks to
the efforts of the club's Red River Swift
Wing and club member Hal Cope. Nelson
early in his Air Force career.

The Swift is one of the most modified aircraft of the post-WW II era.
Charlie's Swift, with its bubble canopy and state-of-the-art instrument
panel, epitomizes the love and care Swift owners lavish upon their fa
vorite airplanes. For more than 40 years, the Swift Association and its
founder, Charlie Nelson, have worked to keep them flying. Congratula
tions to Charlie Nelson, 2005 VAA Hall of Fame inductee.

grew to 800 members, and contin

ues to serve aviators who have an
abiding love for the Swift.
Over the next 37 years, Charlie
and the Swift Association have ac
quired the Swift Type Certificate,
negotiated with the Saudi govern
ment to acquire and restore what
became th e only remaining Temco
T-35-A Buckaroo, and celebrated
the 50th anniversary of the aircraft
with a reunion fly-in, which fea
tured a reu nion of Temco employ
ees, including past Temco President

Bob McCulloch.
By the end of the past century,
under the leadership of Charlie
Nelson and with the help of his
volunteers and small staff, the Swift
Museum Foundation has its own
headquarters building, a parts de
partment to supply parts to Swift
owners, and its own museum, and
is once again working with man
ufacturer to build new aircraft
based on the SWift's design, as well
as make replacement parts for the
Globe/Temco Swift.
~

Potential Project

Doing your homework before you spend your cash

BUDD DAVISSON

f there is one daydream that is

universal, it is opening a long
closed hangar door, or fighting
through the weeds to the back
of the barn, where a long-for
gotten diamond in the rough
lies waiting. It'll be rusty and cor
roded ,but to us, it's beautiful. Its po
tential is enormous.
Unfortunately, that's usually all
we see. Potential. Seldom, if ever, db
we have a realistic view of the road
that leads from where we are to where
we want to be. Just when we need to
be cold and calculating, our brains
are positively flipping out as we en
vision this aero-corpse sitting in our

workshops. For that reason, the worst

thing that can happen is to stumble
upon what appears to be the perfect
project before we're ready for it. So
don't go looking until you've done
your homework.
Yeah, right!
Evaluating a potential project is all
about comfort zones. First, the proj
ect can't challenge your skills to the
point that you're forced out of your
comfort zone so far that it wears you
down. Of course, a heavy infusion of
cash generally cures that problem,
which for some is a viable alternative;
for others, it's not.
The skill comfort zone is driven by

Above: Look carefully at this Aeronca

Sedan and you'll see the remains of
every single wooden fonner, although
one is laying on the ground and an
other inside. The importance of hav
ing all the wood for patterns can't be
over emphasized. Also, the tubing has
the surface rust characteristic of the
southwest with no pitting. If this air
plane had been in the northern states
the tubing would be mostly gone. Look
at the vertical fin tubing: it still has
paint on it. This fuselage will clean up
with light sand blasting or Scotchbrite
pad/wheels. If pitting had been pres
ent, careful evaluation of the impor
tant members would be necessary,
with replacement being a probability.
VINTAGE AIRPLANE

15

Editor's Note: No, none of the airplane projects shown are for sale so
don't bother calling. Besides, we've already tried. Sorry.

This picture is going to drive

Aeronca buffs nuts: the interior
trim and the ashtray are still intact.
The small parts are always much
harder to find than the large ones,
but the details make a restora
tion. The spider just in front of the
ashtray isn't going to like losing its
home. Another thing to think about
when inspecting abandoned air
planes--criHers love 'em.

It just got tired of waiting and laid down.

This may be a bedraggled looking air
plane but look how straight the sheet
metal is. And how all of it is still there.
The cowling shows the modifications for
the 0-435 Lycoming that replaced the
0-300 Continental (190 hp vs 145 hpJ.
Atrue restoration would require replac
ing part of the cowling but the Lyc gives
better performance. The question is
whether the STC paperwork is with the
airplane. Paperwork is as important as
hardware on a project.

materials and systems-some folks

are more comfortable with sheet
metal than rag and tube. Some love
working with old wood. Some don't
like working with any of the above,
which is something they'd better dis
cover about themselves before drag
ging that hulk out of the weeds.
The skill zone is also defined by sys
tems. Someone who is totally comfort
able converting a rusty tube fuselage
into a freshly welded thing of beauty
may shy away from doing any engine
work other than a "Krylon overhaul."

To a "normal" avia
tor, this looks like an
abandon building that
needs to be tom down,
but to a restorer, it
looks like King Tut's
treasure. Here we
have an insbument
panel that is not only
complete but reason
ably unbutchered. It
even has the glove box
door (right) and the
stall waning gizmo (left). Starting out with a thoroughly disgusting, but nonetheless
complete hulk, is much easier than a cleaner, but incomplete one.

Nearly every vintage airplane has some

thing that is totally unique to the breed.
Sometimes it's something like this tail
wheel shock assembly, which is specific
to the make and model. Hit's gone, find
ing one that's useable is going to be a
chore. Don't overtook details like this.

16 JANUARY 2006

Averitable treasure
trove of wood pat
terns. Also, notice the
trim system, although
mostly unusable, is
all there, so you don't
. have to reinvent the
. routing. The wings
show litHe wear, but in
the case of some air
craft, Aeronca Sedans
and Luscombes being
two of them, large sec
tions have no inspection panels so it's hard to get inside for inspection. Mirrors and
flashlights through the root rib holes will help, but a critical inspection is called for.
Notice the surface rust on the tubing with no obvious pitting.

An aversion to working on certain

types of systems or materials has a
lot to do with which project should
follow you home. That aversion says
there are some parts of every project
you evaluate that have to be useable
as is, or the expense of farming it out
has to be added to the budget.
The project also has to fit the work
space that is available or that can be
made available. Call this the cubic zone.
If you're stuck with a Single-car garage,
a Bamboo Bomber is out of the ques
tion, but a Luscombe would fit nicely.
However, just because your work space
is large enough to be measured in acres,
that's no reason to gleefully jump into
restoring a DC-4 just because you can
get it for next to nothing.
You also have to evaluate the degree
of restoration you're willing tackle. Is
your idea of restoration scrubbing the
mildew off the upholstery or do you
want to pound rivets and make sparks
fly? Since projects range from basket
cases, where the basket is the only
thing worth saving, to Cherokees left
sitting in a hangar for a few years, it's
important to know exactly how deep
you're willing to get into this thing.
Questioning the degree of restora
tion and repair you're willing to commit
to is another way of saying how much
time you're willing, or capable, of giv

ing to the project. Some airplane proj

ects, e.g., a Staggerwing Beech, are black
holes when it comes to time. A disas
sembled but otherwise whole C-140A is,
by comparison, blissfully quick.
And then there's the dollar zone:
Committing time is one thing, but
committing a large amount of the
household budget is something else.
This is where you really have to be
cold. For some unknown psycholog
ical reason, airplane projects tug at
your heartstrings, and although those
strings pass through your heart, they
actually terminate in your wallet. You
can easily get into a project and say,
"Oh, to hell with it. You only live
once," when you really can't afford
that because of other commitments
(e.g., feeding the kids, gas for the car
etc.). So you have to put a financial
plan in place and stick to it. The latter
is really hard to do, so don't pussy
foot around when planning the bud
get. Figure out what it's going to cost;
then double that and add 20 percent
and you'll still probably be surprised
what it costs. Have you priced a gal
lon of poly paint lately?
As a rule, no one wants to have
more tied up in an airplane than it's
worth, but that's not always the case.
Remember the emotion thing? Some
people just "want" a particular air

This is a very early, first year production C-150 and the

plastic interior is amazingly complete and undamaged. A
quick walk around says it also has straight sheet metal, not
surprising, considering it hasn't flown since around 1980.
Even though the current owner put new tires on it and poured
gas into it to get it running, the engine is still probably full of
trash, most of it busy eating bearings. Also, the inside of the
wings shows some corrosion powder on the top skins. What
else is there we can't see? A Long Beach, CA sticker under
the tail explains the skin corrosion. Just because you find an
airplane in Arizona, doesn't mean it's lived there all its life.

plane that's done a particular way and

money isn't a factor. If that's the case,
and it's not going to put your family
out in the street, more power to you.
We envy you because that's a carefree
way to go into any project.
When looking for a "project," it'll
make your life more difficult if you
don't narrow the concept of "project"
down just a little. Although it helps to
narrow it down to a specific type, e.g.,
PA-12s, it's really not necessary to nar
row it down that far. However, you
don't want to be cruising the back
roads, flipping over rocks, willing to
take whatever pops up. You need to
give your search more forethought
than that. However, if you do hap
pen across a really unbelievable deal
but decide it's not for you (a $500 90A
Monocoupe, while your heart is set
on an Ercoupe), go ahead and buy it
anyway. That's what eBay and Trade
a-Plane are for.
Although it's not necessary to
look for an exact make and model,
it's helpful if you go back and shuffle
through your comfort zone thoughts
and narrow your search to a specific
type of airplane, e.g., two-place rag
and tube, two-place metal. Your bud
get considerations also need to weigh
in there, which may eliminate certain
types of projects. For instance, you

Re-engined with a 160 Lycoming and constant speed prop, this

promising looking C-170 is a project, not a ready-to-go used
airplane if for no other reason than it hasn't flown for well over
a decade. Even though the desert has preserved its metal, the
engine is toast. Ditto many of the instruments. Hthe price is
right, this is a clean airframe to work with. The tires might
need some attention.
VI NTAGE A I RPLAN E

17

Poor little guy! Don't you hate to see something

like a classic Bellanca being let go to seed. In
the case of this speedster, the tubing show
ing through the tail fabric is of little concern.
Hthere's rust, it can be repaired. The massive
wooden wings are where the real questions
should be asked. Because of lack of access,
cantilever wood wings like these are very difficult
to inspect for deterioration ranging from rot to
glue lines separating because of shrinkage. Some
skins will probably have to be pulled.
Oh-oh! Not good. This belly land
ing damage will call for special
inspections, The lower comer
of the firewall even shows what
could be evidence of a small fire
when the gascolator was ground
off. This kind of damage calls
for opening as many panels as
can be opened to ascertain the
extent of the damage.

can't restore a derelict Twin Bonanza

on a Tripacer budget.
As you think about a project, pon
der this first: what is the construc
tion type (metal, tube, etc.)? Second,
how much deterioration and/or dam
age has to be fixed? Finally, put those
against your comfort zone concerns
and see how the fit feels.
Before you get serious about the
search, you should make sure you have
identified information sources for a
wide range of aircraft. Check in at VAA's
website at www.vintageaircraft.org and
click on the Type Club link at the top
of the page. With any luck, there will
be a club or two specifically oriented
toward your new love. You don't have
to be an expert on every airplane, but
you do need a direct pipeline to the
experts.
The ideal situation is to find a proj
ect that is for sale, but before traveling
over to see it, you tap into the type
club and find out all you can about
that particular make and model.
There are some very specific questions
you need to ask.
Where is rust and corrosion most
likely to occur?
What kind of damage should you
look for?
Are there cosmetic parts (dash trim,
cowl piece, etc.) that are unique to the
airplane and hard to find?
Are there parts that affect airwor
18

JAN UARY 2006

thiness (brakes, wing fittings, etc.)

that are hard to find and for which
there are no replacements?
Are particular models of this type
more desirable than others?
What's the average overhaul cost
for the engine?
Does anyone (Univair, Wag-Aero,
etc.) offer PMA'd airframe parts?
Have there been STC'd modifica
tions for the airplane that make it
more user-friendly in today's environ
ment (brakes, tail wheels, etc.)?
Generally, when you're talking to
a semi-professional at a type club, all
you have to say is, "I'm thinking about
buying a Gezorninpflatz 132 project.
What should I be looking for?" That'll
get him talking, and you'll have more
info than you know what to do with.
Take notes! Write fast!
When you find a project, it'll likely
fall into one of five categories, each of
which says something about the road
ahead.
Basket case. This is a totally dis
assembled project that is probably
missing some parts and is not for the
faint of heart or the casual restorer.
Derelict. A complete airplane
that has been left sitting, sometimes
with the wings off. Here the method of
storage says a lot about the condition
of the airplane and what to look for.
Unfinished project . Someone
else has started and is giving up or

you wouldn't be talking to him. Find

out why he gave up. Maybe you don't
want the problems either. Also closely
examine the quality of the work and
the legal status (more on that later) of
the airplane and the work that's been
done.
Fl y in g but need s rebuild.
Determine how much of it actually
needs restoring and how much just
needs cleaning and restoring. Often a
flying airplane will be more of a mess
than one found covered up in a barn,
so don't let its flying status fool you.
Flyin g but n eeds TLC. This is
a possibility for a restore-while-flying
project. Usually it's limited to paint,
interior, maybe an overhaul, but price
it carefully, as it's really easy to get fi
nancially upside down with this one.

Evaluating the project

Before you lay an eye on the pro
posed project keep four things in
mind: originality, completeness, con
dition, and location.
First, how close to factory-original
do you expect the final product to be?
The more original you want it to be,
the more it's going to cost in parts,
time, and headaches. Especially head
aches, because it's amazing how com
pelling the search for authenticity can
become. If you're not careful, that
search can become the project. Also,
if you want originality, you'll have to
steer clear of some projects because
they've been modified too much.
The second of the big four con
cerns is the degree of completeness
continued on page 38

WingsCli ~

Pegging the Fun

dfor dded
er in a Vintage Airplane

SPARKY BARNES SARGENT

lipped-wing airplanes have

been around since virtu
ally the beginning of flight
(the Wrights introduced a
clipped-wing Model R [Racer] in
October 1910), and they have en
joyed popularity as aerobatic, fast
airplanes all along the way. Some
times, they're an aerobatic pilot's
first introduction to the sport.
Other times, they simply provide
their pilots with fun flying. There
are many varieties of clipped-wing
airplanes, so let's just take a brief
look at a few that might be seen at
fly-ins across the country today.

tlWVl1mbtv
Clipped-wing Luscombes are a
rare sight-especially ones with

metal wings. Bill Bradford and his

daughter Allison, of Independence,
Missouri, flew his handsome dark
maroon and silver metallic clipped
wing Luscombe to AirVenture, for
its first debut in front of a large
aviation crowd, where the judges
deemed it "Best Custom Classic ."
NX2133K is a 1947 all-metal Lus
combe 8A, certified as an experi
mental exhibition airplane after
its metamorphosis into a clipped
wing machine.
Bradford and his father-who
was nicknamed "Brad"
(hence the airplane's
name, "Brad's Clip")
were inspired by Chuck
Forrester's conversion of
a rag-wing Luscombe 8E

back in the 1990s. Bradford ventured

into somewhat unknown territory
with his project-he's aware of only
three other Luscombes that have had
their wings clipped-and that made
it an intriguing project.
He completed the airplane in
four and a half years; two and a
half years were spent on the wings
alone. He kept the fuselage in
mostly original condition and re
moved 42-1/2 inches from the in
board portion of each wing. The
wing lift struts had to be short-

Rear view of NX2133K, an experimental clipped-wing Luscombe

SA. Note the newly fabricated corrugated metal skins. Side view de
tails the newly fabricated corrugated metal skins.

VINTAGE AIRPLANE

19

The clean, curvaceous lines on this award-winning 1937 Mono

coupe 110 Special exemplify aircraft beauty.

ened, and the strut fittings had to

be changed on the wings and fuse
lage. Bradford fabricated new aile
ron control cables and decided that
n ew corrugated metal skins were
required for the project . A friend
of his built a press to make new
skins for the ailerons, wing-trailing
edges, rudder, and elevator.
When he replaced the original
6S-hp engine with a 11S-hp Ly
coming 0-235 engine, he manually
hammered out a stock nosebowl
to accommoda te the larger engine
(the nose is 5 inches longer than
standard) and retain tha t familiar
Luscombe look. One of the special
finishing touches for the project,
in addition to new paint and inte
rior, was a set of new wheel pants.
Look closely at NX2133K and you'll
notice that these wheel pants have
a sleek, rounded shape similar to a
Monocoupe's. They were fabricated
by none other than the well-known
master craftsman Jim Younkin.
Bradford says that both he and
others have flown aerobatics in
NX2133K. "It does everything the
20

JANUARY 2006

long-wing Luscombe
will do, except it rolls a
lot better," he explains,
adding that "it stalls
power off at 55 mph,
instead of 48 mph, but
because of the increase
in horsepower, it stalls power on
about the same, at 38 mph. As far
as spins are concerned, I've gone
up to two turns-they are the same;
release back pressure and it comes
right out.
Bradford reflects that the thing
he likes best about flying it is "tak
ing other Luscombe pilots for a
ride to show them that clipping
the wings actually makes it a better
aircraft . Th e higher wing loading
makes it a safer aircraft to land in a
crosswind and feels more stable in
rougher air."
II

;tfpIU'MlHpeThe Mo d el 110 Specia l differs

from some clipped-wings in that it
has a one-piece wing, and was pro
duced by the factory in the 1930s.
Only seven were factory-built, but
despite that small n umber, it's not
too unusual to see one of these
beauties at national fly-ins. William
Smith of Franklin, Pennsylvania
brought N2064, a gorgeous white
and-red 1937 Mode l 110 Special,
powered by a 16S-hp Warner, to

AirVenture this year, and the judges

awarded it "Runner Up" Outstand
ing Closed Cockpit Monoplane for
the Bronze Age (1937-1941). And
Bill Symmes of Miami, Florida had
N2347, a handsome yellow-and
black Model 110 Special at Sun 'n
Fun Fly-In this year.
Back in 1932, Monocoupe
clipped about 9 feet off the wing
span of racing pilot Johnny Liv
ingston's Model 110, at his request.
Livingston also had a 14S-hp War
ner Scarab installed, which signifi
cantly increased its speed-to more
than 200 mph. In 1948, Woody
Edmondson and "Little Butch," a
Model 110 Special powered by a
18S-hp Warner, won the first Inter
national Aerobatic Championships,
and the Model 110 Special contin
ued to become well known in the
aerobatic world, for a time.

~rcra-ft
Many pilots have started their
aerobatic careers with a clipped
wing Taylorcraft. Duane Cole
purchased a 1938 Taylorcraft BF
SO from air show performer John
Vasey, who had modified its wings
and upgraded its horsepower. Cole
became internationally known for
his own aerobatic routines in the
lS0-hp airplane, and in the 1960s,
Margaret Ritchie was a top competi

Note all of the windows and skylight in this clipped-wing Taylorcraft, which provide excellent visibility for the pilot.

tor in her orange and black clipped

wing T-Craft.
Today, Randy Henderson and his
1946 "Texas T-Cart," and Warren
Pietsch of North Dakota, are recog
nized for their winning aerobatic
performances in their respective
clipped-wing Taylorcrafts. And the
vintage clipped-wing Taylorcraft
is also owned and flown by other
pilots-whether they are aerobati
cally inclined or not.
Thomas Barnes of Pittsboro,
North Carolina, purchased his yel
low and blue Trick T for a number
of reasons, besides its obvious good
looks and sturdy construction. It's
certified as experimental, is sport
pilot eligible, and "it has excellent
short-field performance-it can
take off from a grass field on a stan
dard day in 250 to 300 feet," smiles
Barnes, adding "it has a good cruis
ing speed of around 100 mph and is
economical to operate."
Barnes' Trick T was modified by
a previous owner, Buffington, who
clipped the wings and converted the
cockpit from dual to single flight
controls; the yokes were replaced
by a single center-mounted control
stick. Another owner installed an
inverted fuel and oil system, which
Barnes removed because he wanted
a simple and reliable system. (Swick
Aircraft holds three STCs for the

Taylorcraft BC-12D. One is to clip

the wings, revise the control sys
tem, and add aileron and elevator
servo tabs; another is to use Piper
metal spars to replace the original
wood spars; and the third is to in
stall a stick-type control system.)
The Trick T is powered by a 100
hp Continental 0-200, which burns
up to 5 gph. It has a fuel capacity of
12 gallons. It has a 1939 fuselage,
and 3 feet have been trimmed away
from the inboard portion of each
fabric-covered wing. The wing lift
struts were shortened, fiberglass
wingtips were installed, the rib
spacing was decreased (15 ribs per
wing), and a servo tab was installed
on the left elevator to lighten the
elevator stick forces. Other modi
fications, according to Barnes, in
clude the addition of a skylight
over the cabin, windows in the bot
tom of the door and the lower left
side of the cabin, rear side windows,
and "a 'groundlight' window in the
belly so the pilot has a nice view of
the ground-or the sky-depend
ing upon which side is up."
Barnes enjoys its responsive
ness in the air, its excellent visibil
ity, and its potential for aerobatics,
should he ever get the training. "It
is more docile on the ground than
a short-wing Piper Vagabond, since
its fuselage has retained its origi

nal length," comments Barnes,

who has flown a Vagabond on sev
eral occasions. "The most challeng
ing thing about flying it is getting
used to the climb-out angle at 65
mph-the nose is way up there! I
usually climb out at full throttle,
around 90 mph, just to get a better
view over the nose . Its best initial
rate of climb at 80 mph is around
1,200 fpm, and it's a very nice-han
dling plane on the ground and in
the air."

PiperCHb
One of the most well-known
clipped-wing airplanes today is the
Piper Cub. Charlie Hillard owned
and flew a clipped-wing Cub that
was once owned by aerobatic
champion Bevo Howard, and Hazel
Sig-Hester and Mary Gaffaney were
also known for their aerobatic rou
tines in clipped-wing Cubs.
Two clipped-wing Piper Cubs
were on the flightline at AirVen
ture this summer. N357BF is a 1942
model owned by Arlee Titel of Chil
ton, Wisconsin. It bears a colorful
orange and blue paint scheme and
is powered by an 85-hp Continen
tal engine. Its neighbor was N342X,
with a 90-hp Continental, owned
by Roland Olm (also of Chilton,
Wisconsin). Olm's 1941 Cub had
the Reed clipped-wing conversion
VINTAGE AIRPLANE

21

Arlee Tltel of Wisconsin owns this pretty 1942 clipped-wing Cub, which wears a colorful stars-and-stripes paint scheme.
Two 1940s vintage clipped-wing Cubs were on the flightline at AirVenture.

completed in 1968; other modifi

cations through the years include
vortex generators (for more aile
ron control at slow speeds), a PAolI
cowling that provides better visi
bility over the nose, a battery-op
erated starter, and two 12-gallon
wing tanks.
Olm is no stranger to the clipped
wing Cubs; he previously owned
one in which he competed at Fond
du Lac, Wisconsin, in the late 1980s
and early 1990s. He recalls that the
Reed Manual lists several reasons
for clipping the Wings-increas
ing airspeed, enhancing crosswind
capabilities, and utilizing limited
hangar space.
An interesting "technical" note
is that the Piper Cub's Aircraft Spec
ification No. A-691, Item No. 625,
lists the clipped-wing installation,
22

JANUARY 2006

wherein 40-1/2 inches are removed

from the root of each wing (with
specific operating limitations),
per Earl C. Reed's Aircraft Modi
fication Manual dated October 7,
1953 . Some conversions are done
in accordance with supplemental
Type Certificates (STC). Keith Rawe
holds an STC to clip Cub wings
and install a Continental A-75-8
engine. Additionally, Scootair, LLC
holds an STC to concurrently in
corporate the Aircraft Specification
No. A-691 items without changing
the operating limitations, install
ing wingtip spill plates, and a C85
8 or -12-hp engine.
Describing the clipped-wing con
version, Olm explains that "you
need more horsepower than you
need for the same performance that
you have in a long-wing Cub, and

it has a lot more ai

leron control, so you

can land in a higher
crosswind. It doesn 't
float as much on land
ings, and the roll rate
is probably doubled.
They're very nice aer
obatic machines and
very forgiving ; if you
fall out of a maneu
ver, the speed doesn't
build up real fast and
all you have to do is
put the stick in the middle and it'll
all come out okay. "
Carol Dodge enjoys sharing the
flying with Olm. "I used to instruct
for many years in Cherokees and
Arrows, so I needed a full panel and
the nosewheel. When I first met Rol
lie, I had never flown taildraggers,
so we had a lot of discussions about
how to fly airplanes," she laughs,
adding, "I will never go back to al
titude flying. Low and slow is the
way to go-just needle, ball, and
airspeed. It's a fine airplane."
And that grassroots-style aviat
ing is part of the joy of owning and
flying these vintage clipped-wing
airplanes, in addition to their en
hanced maneuverability and aero
batic capabilities-whether you're
flying farm-type aerobatics, com
peting, or just flying low.
~

Robert Smith
Athens, OH

Purchased Ercoupe N2122H

as a retirement present in 1983
and restored it
Has accumulated over
2, 500 flying hours

" Fortunately, I have never had to use the services of AUA,

but I have thoroughly enjoyed the very professional working
relationship with AUA and Norma Joyce for over 20 years,"

- Robert Smith

AUA is Vintage Aircraft Association approved. To become a member of VAA call 80084336J2.

AUA'. 'xclu.lv. EAA Vintage Aircraft A oclation In.urance Program Lower liability and hull premiums
Medical payments included - Fleet discounts For multiple aircraft carrying all risk coverages No hand-propping exclusion
enc~r~~If$ Discounts For claim-free renewals carrying all risk coverages

This information is listed on our website, www.vintageaircraft.org, throughout the year. Anytime you have
changes related to your listing, drop a note in the mail detailing the changes (use the format you see on
these pages). Send your note to: Editor, Vintage Airplane; Vintage Aircraft Association; P.O. Box 3086;
Oshkosh, WI 54903-3086 or email it to vintageaircraft@eaa.org.
AERONCA AVIATORS CLUB
Robert Szego
P.O. Box 66
Coxsackie, NY 12051
518-731-3131
f:mail : robert@aeronca.org
Web: www.aeronca.org
Dues: $29/ yr, $55/2-yrs; $37 / yr, $55/ 2-yrs
Canada and Foreign
Publication : Quarterly, Aeronca Aviator
FEARLESS AERONCA AVIATORS (F-AAl
John Rodkey
280 Big Sur Dr.
Goleta, CA 93117
805-968-1274
Email: poobahster@gmail.com
Web: http://aeronca.westmont.edu
Dues: Donations accepted for server
maintenance
Publication : email list http://mail. westmont.
edu/ mailman/ listinfo/ aeronca
NATIONAL AERONCA ASSOCIATION
Jim Thompson
304 Adda St
Roberts, IL 60962
217-395-2400
Email: nationalaeroncaassociation@yahoo.com
Web: www.aeroncapilots.com
Dues: $25/ yr. $35 Canada, $45 Int'I
Publication: Quarterly
STAGGERWING CLUB
Bob Hoff, President
10741 S. 25th E.
Idaho Falls, ID 83406
208-522-8567
Dues: $25/ yr.
Publication: Quarterly

BIRD AIRPLANE CLUB

Jeannie Hill
P.O. Box 328
Harvard , IL 60033
815-943-7205
AMERICAN BONANZA SOCIETY
Nancy Johnson
P.O. Box 12888
Wichita , KS 67277
316-945-1700, Fax: 316-945-1710
Email: absmail@bonanza.org
Web: http://www.bonanza.org
Dues: $50/ yr. ; Foreign $85
Publication: Monthly, ABS Magazine
TWIN BONANZA ASSOCIATION
Richard Ward
19684 Lakeshore Drive
Three Rivers, MI 49093
269-279-2540, Fax: 269-279-2540
Email: forward@twinbonanza.com
Web: http://www.twinbonanza.com
Dues: $35/ yr US & Canada; $45/ yr foreign
Publication: Quarterly
BUCKER CLUB
A. Gordon Clement
2225 Peachford Lane
Lawrenceville, GA 30043
770-995-1798
Email : bucker131 @adelphia.net
Web: www.bucker.info
Dues: $22/ yr US & Canada
$27 Foreign in US Funds
Publication: 6/ yr. , The Bucker Newsletter
SSNA AIRMASTER CLUB
Gar Williams
9S135 Aero Drive
Naperville, IL 60564
630-904-8416
Email : Call for Email address

TWIN BEECH 18 SOCIETY

Rand Siegfried
P.O. Box 550
Tullahoma, TN 37388
931-455-1974, Fax: 931-445-1994
Email: staggerwing@bellsouth.net
Web: www.staggerwing.com
Dues: $50/ yr. US; $60 Foreign
Publication: Quarterly

CESSNA 180/185 INTERNATIONAL

CLUB (ownership required)
Dave Hayden
21910 S. Gardner Road
Spring Hill , KS 66083
913-884-2187, Fax: 913-856-5941
Email : president@skywagons.org
Web: www.skywagons.org
Dues: $25/ yr.
Publication : Bi-monthly

BELLANCA-CHAMPION CLUB
Robert Szego
P.O. Box 100
Coxsackie, NY 12051
518-731-6800
Email: robert@bellanca-championclub.com
Web: www.bellanca-championclub.com
Dues: $35/ 1-yr,$63/ 2-yrs ;
Foreign $41/ 1-yr, $68/ 2-yrs
Publication : Quarterly, B-C Contact!

INTERNATIONAL CESSNA 195 CLUB

Coyle Schwab
632 N. Tayler Rd.
St. Charles , IL 60174
630-513-7002, Fax: 630-513-1343
Email : coyle.schwab@sbcglobal.net
Web: www.cessna195.org
Dues: $25
Publication : On Website . Some interesting
materials available for non-members as well.

24

JANUARY 2006

CESSNA OWNER ORGANIZATION

Randy Augustinak
P.O. Box 5000
lola, WI 54945
715-445-4053 , ext 118
888-MY-CESSNA
Email: help@cessnaowner.org
Web: http://www.cessnaowner.org
Dues: $48/ yr., $89/2 yrs., $119/3 yrs.
Publication: Monthly
EASTERN CESSNA 190/195 Assoc.
Cliff Crabs
25575 Butternut Ridge Road
North Olmsted, OH 44070
440-777-4025
Email: ccrabs@aol.com
Dues: $15
Publication : approximately 4/ yr
INTERNATIONAL CESSNA
120/140 ASSOCIATION
Ken & Lorraine Morris, President
2900 Howard St
Poplar Grove, IL 61065
815-465-6425
Email: taildragger7w@aol.com
Web: http://www. cessna120-140. org
Dues: $25/ yr; $35/yr. Overseas
Publication: Bi-monthly. Annual Calendar
Issue & Membership Handbook/ Directory
INTERNATIONAL CESSNA 170
ASSOCIATION. INC.
Velvet Fackeldey
P.O. Box 1667
Lebanon, MO 65536
417-532-4847 , Fax: 417-532-4847
Email: headquarters@cessna170.org
Web: http://www.cessna170.org
Dues: $45 USD/ yr
Publication : Monthly, Flypaper; Quarterly,
The 170 News
WEST COAST CESSNA 120/140 CLUB
Randy Thompson
4375 Six B Rd
Anderson, CA 96007
530-357-5440
Email : thompsonsair@northvalley.net
Dues: $20/ yr.
Publication : 6/ yr.
CULVER AIRCRAFT Assoc.
Dan Nicholson
8319 Thora Ln., Hangar B-5
Spring, TX 77379
713-202-9156, Fax: 713-850-3450
Email : dann@gie.com
Dues: Contact Club
Publication: Contact

CULVER DART CLUB

Lloyd Washburn
2656 East Sand Road
Port Clinton, OH 43452
419-734-6685
Email: washlloydburn@cros.net

ERCOUPE OWNERS CLUB

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

FAIRCHILD CLUB
John W. Berendt, President
7645 Echo Point Road
Cannon Falls, MN 55009
507-263-2414
Email: fchld@rconnect.com
Web: http://www.fairchildclub.com
Dues: $20/ yr.
Publication: Quarterly

FUNK AIRCRAFT OWNERS Assoc .

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

THE AMERICAN YANKEE

ASSOCIATION (GRUMMAN)
Stewart Wilson
P.O. Box 1531
Cameron Park, CA 95682
530-676-4292, Fax: 530-676-3949
Email : sec@aya.org
Web: http://www.aya.org
Dues: $40/ yr.
Publication: The American STAR

HATZ BIPLANE ASSOCIATION

Lyman Hatz
P.O. Box 10
Weyauwega, WI 54983
715-536-1069, Fax: 715-536-7977
Email: HatzLymanC@aol.com
Web: http://www.weebeastie.com/ hatzcbl/
Dues: $20/yr.
Publication: Quarterly

CANADIAN HARVARD AIRCRAFT ASSOC .

Roy Venn
P.O. Box 175
Tillsonburg, ON N4G 4H5
Canada
519-842-3813
Email: frvenn@sympatico.ca
Web: www.harvards.com
Dues: $50/ yr.
Publication: Quarterly,
"The ROAR of the Harvard "

HEATH PARASOL CLUB

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

HOWARD CLUB & HOWARD

AIRCRAFT FOUNDATION
Edward R. Moore
P.O . Box 50
West Mystic, CT 06388
860-536-3002 or 386-760-8766
Email : EBDGA15P@aol.com
Web: http://members.aol.com/ HowardClub
Dues: $30/yr.
Publication: Quarterly

CONTINENTAL LUSCOMBE Assoc .

Jim & Patti Sani, President & Secretary/
Treasurer
10251 E. Central Ave .
Del Rey, CA 93616
559-888-2745
Email: cla-jim-patti@pacbell.net
Web: www.luscombe-cla.org
Dues: $20 US, $21 Canada, $35 Foreign.
US Funds
Publication: Bi-monthly, The Courant

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

THE LUSCOMBE ENDOWMENT INC .

Doug Combs
2487 S. Gilbert Rd, PMB 113, Ste 106
Gilbert, AZ 85296
480-65()'()883, 602790-7240, Fax: 484-762-6711
Email : mr.luscombe@luscombesilvaire.info
Web: www.luscombe.org
Dues : None Required, Donations Accepted
Publication: Bi-Month ly cCK:ontributor to
Luscombe news, Monthly on-line updates to
archives

MONOCOUPE CLUB
Frank and Carol Kerner
1218 Kingstowne Place
St. Charles, MO 63304
636-939-3322
Email : monocoupe@sbcglobal.net
Web: www.monocoupe.com
Dues: $25/ yr.
Publication: website

N3N OWNERS AND

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

AMERICAN NAVION SOCIETY

Gary Rankin
22813 NE 28th St
Camas,WA 98607
360-833-9921, Fax: 360-833-1074
Email: Flynavion@yahoo.com
Web: www.navionsociety.org
Dues: US $50/ yr.; Canada $54/ yr.;
Foreign $64/ yr.
Publication: Bi-monthly

NAV ION PILOTS ASSOCIATION

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

NAVION SKIES
Raleigh Morrow
P.O. Box 2678
Lodi, CA 95241
209-367-9390
Email: Navionl@inreach.com
Web: http://www.navionskies.com
Dues : $45/yr.
Publication: Monthly, Navion Skies

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

PIPER AVIATION MUSEUM

FOUNDATION
Russell C. Nelson
One Piper Way
Lock Haven, PA 17745
570-748-8283, Fax: 570-893-8357
Email: piper@kcnet.org
Web: www.pipermuseum.com
Dues: $30 per year
Publication: Quarterly, The Cub Reporter

PIPER OWNER SOCIETY

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

SHORT WING PIPER CLUB , INC .

Eleanor Mills
P.O. Box 1667
Halstead, KS 67056
316-835-3650 or 316-835-3307
Email: swpn@sbcglobal.net
Web: http://www.shortwing.org
Dues: $30/yr. US & Canada; $40 Foreign
Publication : Bi-monthly, Short Wing Piper News

SUPERCUB.ORG
Steve Johnson
P.O. Box 901465
Kansas City, MO 64190
816-741-1486, Fax: 816-741-5212
Email: sjdj@supercub.org
Web: www.supercub.org
Dues: Donations
Publication: Website Forums, CubDriver
On-line Newsletter, Annual SuperCub Cal.
VINTA GE A I RP L A NE

25

PORTERFIELD llRPLANE CLUB

WEST COAST SWIFT WING

WESTERN WACO ASSOCIATION

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

Gerry or Carol Hampton

3195 Bonanza Dr
Cameron Park, CA 95682
530-676-7755, Fax: 530-676-7755
Email: av8rgnh@sbcglobal.net
Dues: $15/yr.
Publication: Monthly

Les Whittlesey or Rich Nurge

16 Oak Canyon Trl
Coto De Caza, CA 92679
Les: 949-789-4555; Rich : 408-847-0774
Fax: 949-789-4556
Email: Whittlesey4@cox.net
Dues: USPS $20, Email $10
Publication: Quarterly

INTERNATIONAL RYAN CLUB

TAYLORCRAFT FOUNDATION. INC.

John R. Hodges
6749 Sproul Lane
Colorado Springs, CO 80918
719-637-0978, Fax: 719-637-0978
Email: editor@ryanclub.org
Web: www.ryanclub.org
Dues: $15 electronic subscription , $20 print
(U.S.); $25 print (International)
Publication: Quarterly

Forrest A. Barber, Exec. Dir.

13820 Union Ave. NE
Alliance, OH 44601
330-823-1168, Fax: 330-823-1138
Email: fbarber@alJiancelink.com
Web: www.taylorcraft.org
Dues: $12/yr.
Publication: Quarterly page in TOC newsletter

STEARMAN RESTORERS Assoc.

VIRGINIA/CAROLINAS TAYLORCRAFT
OWNER'S CLUB

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

INTERNATIONAL STINSON CLUB

Anthony L. Wright
2264 Los Robles Road
Meadow Vista, CA 95722
530-878-0219
Email: stinson2@juno.com
Web: www.stinsonclub.org
Dues: $30/ yr.
Publication: 11/ yr. , Stinson Plan News

NATIONAL STINSON CLUB

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

Tom Pittman
116 Winston PI
Appomattox, VA 24522
434-352-5128
Email: vctoc6@juno.com
Web: www.vctoc.org/
Dues: $10/yr.
Publication: Quarterly

TRAVEL AIR RESTORER'S

ASSOCIATION (TARA)
Jerry Impellezzeri
4925 Wilma Way
SanJose,CA 95124
408-356-3407
Email: clear_prop2003@yahoo.com
Web: www.travelair.org
Dues: $15/yr. US & Canada; $20/yr. Foreign
Publication: Quarterly, Travel air Log

AMERICAN WACO CLUB

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

(SWIFT ASSOCIATION)

Charlie Nelson

P. O. Box 644
Athens, TN 37371
423-745-9547, Fax: 423-745-9869
Email: swiftlychs@aol.com;
Swift Parts Dept, hunterkegly@aol.com
Web: www.swiftparts.com
Dues: $35/ yr.
Publication: Monthly

26

JANUARY 2006

NATIONAL WACO CLUB

Andy Heins
50 La Belle St.
Dayton, OH 45403
937-227-1326
Email : wacoaso@aol.com
Web: www.nationalwacoclub.com
Dues: $20/yr.
Publication: Bi-monthly, Waco Pilot

MULTIPLE AIRCRAFT
ORGANIZATIONS
FLORIDA ANTIQUE BIPLANE
ASSOCIATION. INC.
Larry Robinson
10906 Denoeu Road
Boynton Beach , FL 33437
561-732-3250
Email: BeyeView@aol.com
Dues: $48/ yr.
Publication: Monthly, The Flying Wire

NATIONAL BIPLANE ASSOCIATION

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

NORTH AMERICAN TRAINER

ASSOCIATION (T6. T28. NA64.
NASO. PS1. B2S)
Kathy & Stoney Stonich
25801 NE Hinness Road
Brush Prairie, WA 98606
360-256-0066 or 360-896-5398
Email : natrainer@aol.com
Web: www.NorthAmericanTrainer.org
Dues: $45 US & Canada; $55 Foreign
Publication: Quarterly, "NATA Skylines'

TAILDRAGGER CLUB
Asa Dean
16216 N 34th Way
Phoenix, AZ 85032-3119
602-622-8335
Email: asa@taildraggerclub.org
Web: www.taildraggerclub.orgjtdc

WWI AEROPLANES . INC.

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

AMERICAN AVIATION
HISTORICAL SOCIETY
Bruce Cunningham
2333 Otis Street
Santa Ana, CA 92704
714-549-4818
Email: pres@aahs-online.org
Web: www.aahs-online.org
Dues: $39/yr. US
Publication : Quarterly
CROSS

& COCKADE

Bob Sheldon, Secretary

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

EASTERN REG . U .S .
AIR RACING ASSOCIATION
Jack Dianiska, President
26726 Henry Road
Bay Village , OH 44140
440-871-3781
FLYING FARMERS INTERNATIONAL
Kathy Marsh
P.O. Box 9124
Wichita, KS 67277-0124
316-943-4234
Fax: 800-266-5415
Email: Support@flyingfarmers.org
Web: www.flyingfarmers.org
Dues: $25/yr.
Publication: 6/yr.

UNITED FLYING OCTOGENARIANS

Herbert Sloane
P.O . Box 11114
Montgomery, AL 36111-0114
334-832-2413
Email: pilotherb@yahoo.com
Dues: Dues: $12/ yr.

INTERNATIONAL DEAF PILOTS ASSOC.

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

INTERNATIONAL LIAISON PILOT &

AIRCRAFT Assoc .(ILPA)
Bill Stratton
16518 Ledgestone
San Antonio, TX 78232
210-490-4572
Fax: 210-490-4572
Web: www.centercomp.com/ ILPA/ index.html
Dues: $29/yr US
Publication : Liaison Spoken Here

SENTIMENTAL JOURNEY TO
CUB HAVEN. INC.
John L. Buchan, Fly-In Director
P.O. Box J-3
Lock Haven, PA 17745-0496
570-893-4200
Fax: 570-893-4218
Email : j3cub@kcnet.org
Web: www.sentimentaljourneyflyin.com
Dues: $12/ single, $17/family per year
Publication: Quarterly

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

SILVER WINGS FRATERNITY

Bud O'Brien
820 Harper Dr.
Algonquin, IL 60102
847-658-6934
Email: obconsults@aol.com
Web: www.silverwings .org
Dues: $25/1st year, $15 renew
Publ ication: Quarterly

LAKE AMPHIBIAN FLYERS CLUB

Marc & Jill Rodstein
7188 Mandarin Drive
Boca Raton, FL 33433-7412
561-483-6566
Fax: 240-376-4875
Dues: $56/yr.
Publication: Newsletter: "Lake Flyer"

NATIONAL AIR RACING GROUP

Betty Sherman
1932 Mahan Avenue
Rich land, WA 99352-2121
509-946-5690
Emai l: betty.sherman@verizon.net
Web: www.pylonl.com; www.aafo.com
Dues: $15 US, $20 outside US
Publication: Mont hly

NATIONAL ASSOCIATION OF
PRIEST PILOTS (NAPP)
Mel Hemann
127 Kaspend Pl ace
Cedar Falls, IA 50613-1683
319-266-3889
Dues: $20
Publication : NAPP
OX-5 AVIATION PIONEERS
Robert Taylor
P.O. Box 7974
Pittsburgh, PA 15216
412-341-5650
Email : QX5Nationalhqs@hotmail.com
Web: http://ox5pioneers.org
Dues: $20/yr.
Publicat ion: 6/yr.
SEAPLANE PILOTS ASSOCIATION

INT'L FELLOWSHIP OF
FLYING ROTARIANS
Tom Surowka, World Sec./Treasurer
203A Rubens Drive
Nokomis, FL 34275-4211
941-966-6636
Fax: 941-966-9141
Email : surowka@iffr.org
Web: www.iffr.org

SOCIETY OF AIR RACING

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

Michael Volk
4315 Highland Park Blvd, Suite C
Lakeland, FL 33813
863-701-7979
Fax: 863-701-7588
Email: spa@seaplanes.org
Web: www.seaplanes.org
Dues: $40/yr.
Publication: Bi-monthly

NINETY-NINES . INC ..
WOMEN PILOTS ORGANIZATION
Elizabeth Lundin
4300 Amelia Earhart Road
Oklahoma City, OK 73159
405-685-7969
Fax: 405-685-7985
Email: ihq99s@cs.com
Web: www.ninety-nines.org
Dues: $65/yr.
Publication : Bi-monthly
VINTAGE SAILPLANE ASSOCIATION
Linn Buell
1709 Baron Ct.
Daytona Beach, FL 32128
Web: www.vintagesailplane.org
Dues: $15/ yr.
Publication: Quarterly
WACO HISTORICAL SOCIETY, INC.
WACO AIRCRAFT MUSEUM
Marla Boone, Dir. of Membership
P. O. Box 62
Troy, OH 45373-0062
937-335-WACO; 1-5 pm Sat.-Sun.
Email: mSimonboone@yahoo.com
Web: wacoairmuseum.org
Dues : $20/yr.
Publication: 4/yr.
WOMEN IN AVIATION ,
INTERNATIONAL
Dr. Peggy J. Chabrian
101 Corsair Drive
Daytona Beach, FL 32114
386-226-7996, Fax: 386-226-7998
Web: www.wai.org
Dues: $39/yr., $29 students
Publication: Bi-monthly
V I NTAGE AIRPLANE

27

DOUG STEWART

In a funk about the FIRe

"I think we had better go back and try that one again,"
[ said as we cleared the runway. "Remember, this is sup
posed to be a power-off ISO-degree accuracy [anding, and
[ think floating almost 300 feet beyond our touchdown
point is not exactly accurate." The pilot in the left seat
taxied back to the runway and we tried again.
On his second attempt he was making the same mis
takes. He pulled the throttle to idle abeam the touch
down point but now took so much
time going through his checklists that
by the time he turned base we were
farther from the threshold than we
should have been. Again, he had for
gotten to take into account the wind.
He realized his mistake, angled to
ward the runway, and waited to add
flaps until we had the runway made.
But he waited too long and now
found himself high.
Rather than bringing in full flaps
and putting the airplane into a forward
slip, and thus keeping the airplane on
target and on speed, he pushed the
nose down, gaining airspeed.
"Well," I thought to myself, "at
least we wouldn't hit the imaginary
trees that stood SO feet high at the
end of the runway." As we came over
the touchdown pOint, he surprised
me by pushing the nose down, driving the airplane onto the runway. He did indeed touch
down on the specified point, but why we didn't collapse
the nose strut and get a prop strike is beyond me.
Now you might be thinking that I'm describing a train
ing scenario with a client seeking the commercial certifi
cate. The power-off ISO-degree accuracy landing is one
of the mandated tasks in the area of operations dealing
with takeoffs and landings. You might also think, if you
know how I train my clients, that I was working with a
primary student prior to his or her first solo flight. (This is
a maneuver I do indeed teach primary students, prepar
ing them for the possible dead-stick landing.)

But the truth is, I was administering a flight instructor

reinstatement practical test. This particular applicant had
allowed his flight instructor certificate to expire just a few
short weeks before. He hadn't had enough signoffs to
qualify for renewal, and he had neglected to take an FIRC
(flight instructor refresher course) before his certificate
expired. So now he had to take a reinstatement check
ride, which is an abbreviated practical test.
He knew I wasn't too impressed
with the impression he left on the
runway (if it had been a grass strip
we'd be out there replacing the divots
from the last landing), but I said that I
would accept it ... just barely, and that
we should continue with the "ride."
"Let's taxi back, and on the next
takeoff we'll head out to the north
west, where we'll find some prom
inent silos which we can use as
references for eights on pylons."
In a short while we found ourselves
over the silos. I asked the applicant to
give me an in-flight lesson on eights
on pylons. For those not familiar with
this, it is a maneuver where you fly
a figure-eight pattern around two
ground references. As you circle each
"pylon," you keep a reference pOint
on the wing pOinted directly at the
pylon in coordinated flight. Sounds
easy, and if the wind isn't blowing it is relatively easy.
However, if the wind is blOwing, as it was this particular
day, you will have to have a good understanding of piv
otal altitude, and how your groundspeed affects that alti
tude, in order to fly the maneuver properly.
Well, this poor applicant didn't have the foggiest idea
what the maneuver was about. Not only could he not fly
it, he couldn't describe or explain it either! The more we
floundered through the sky, the redder his face got, as
well as the pink on the slip I would soon be filling out. I
finally had to inform this unfortunate fellow that there
was no way I could not issue a "notice of disapproval"

The more
we floundered

through the sky,

the redder his

face got, as well as
the pink

on the slip I
would soon

be filling out.

28

JANUARY 2006

and that we had best head back to the airport.

But now we get to the crux of why I am sharing what
was, for the applicant, a very embarrassing situation.
How many flight instructors are out there, holding cur
rent flight instructor certificates, who would most likely
fare no better than this applicant had? How many flight
instructors renew their certificates every 24 months
without ever getting an in-flight evaluation? I fear the
number is higher than we'd like.
Let's look at the various ways a flight instructor can
renew his or her certificate. One way is through instruc
tional activity. If a flight instructor signs off five appli
cants for practical tests (with an 80 percent pass rate) in
24 months, he can automatically renew, by documenting
his activity to the FAA. Now that's not really a lot of activ
ity, but the FAA accepts it.
Instructors who obtain an initial or renewed Master
CFI designation from the National Association of Flight
Instructors (NAFI) qualify for an FAA instructor certifi
cate renewal partly because they have to document active
flight training far above just five signoffs in two years.
If an instructor conducts flight evaluations in the role
of a chief or assistant chief instructor in a Part 141 flight
school, or as a chief pilot for a Part 13S or 121 operation,
this, too, will serve as qualification for renewal.
There are a few other ways as well (all outlined in FAR
61.197), but perhaps the most popular way to renew is for
the instructor to attend an FIRe. (It can also be done on
line.) At the FIRC, all the pertinent rules and regulations
are reviewed in depth, and there is a test at the end of the
course to ensure that the attendee has stayed awake and
taken the appropriate notes. It's a wonderful way to stay
current with the changes that do occur in the regulations,
as well as practical test standards, but it has one very glar
ing defiCiency. There is no evaluation made, in any way,
shape, or form, of how the renewing instructor can per
form as an aviation educator. Not only are his instructional
techniques not reviewed, neither are his flying abilities,
nor his genuine understanding of all the maneuvers and
knowledge of aerodynamics beyond "book" knowledge.
The FAA requires all pilots to undergo recurrent train
ing. Whether you hold a sport pilot, recreational, private,
commercial, or ATP certificate, you have to pass either a
BFR or other acceptable recurrent flight training. If you
fly professionally, you might very well undergo this re
current training every six months. Beyond the FAA re
quirements, many insurance companies require more
frequent training other than the BFR. Of all these pilots,
only the CFI does not have to undertake periodic flight
training for his instructor's rating. (He still has to have a
BFR or equivalent.) I truly think there's something very
wrong with this.
The pilot who received the pink slip from me could
have easily renewed his flight instructor's certificate by
merely going online, spending the time required to com
plete the course, taking the test, and then waiting an

other two years before he would have to do it again. He

would then be out there supposedly teaching others how
to fly. No one would evaluate his instructing skills. No
one would evaluate his flying skills. Would he really be
qualified to instruct?
I believe all instructors should have to undergo a pe
riodic flight evaluation. It would not necessarily have to
be conducted by an examiner, but could be conducted by
a "senior" instructor. It would not have to be a pass/fail
situation; it could be the same as a flight review. If the
evaluating pilot felt the need for more training, he or she
could decline to "sign off" the review until that training
was completed.
I really have no idea how many instructors fall into
the category of the one I've described in this article, but
I worry that there are way more than we think. All of us
who share the sky should strive to be the very best we can
be. The sky is too unforgiving for us not to. One of the
ways to stay sharp is to have a periodic flight evaluation.
It's something we should all seek, whether we fly for the
pure joy of it, but more especially, if we are one of those
who have taken on the responsibility of teaching others
to fly, we should absolutely require it!

Doug Stewart is the 2004 National CFI ofthe Year, a Master

CFI, and a DPE. He operates DSFI Inc., (www.dsfIight.com).
based at the Columbia County Airport (1B1).
......

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VINTAGE AIRPLANE

29

Shipping a propeller

the economical way

H.G.

FRAUTSCHY WITH ESPIE "BUTCH" JOYCE

PHOTOS BOB LUMLEY

'II bet everyone of us has had

a moment where, when we
were shown a clever solution
to a problem, we didn't slap
ourselves on the forehead and say,
"Why didn't I think of that?"
Former VAA President Butch
Joyce came up with just such a
solution to a common shipping
problem that restorers often run
across. When Bob Lumley needed
a new propeller for his Cessna

30

JANUARY 2006

140, it came to pass that Butch

had just what he needed, but it
was in North Carolina, and Bob
lives just outside of Milwaukee.
Normally, someone would have
to build a plywood shipping crate
with precisely positioned cradles
for the blades and enough room
in the box to accommodate cush
ioned packing material. The crate
can be expensive to ship-Butch
recalls it once cost him $250 to

ship a prop in a wood crate. The

cost this time? $ 3 7, shipped via
DHL Ground.
Butch noticed the size of the prop
would fit neatly inside a 6-inch
diameter PVC pipe, with room left
for padding.
As you can see in the accom
panying photograph, Butch cut
the pipe so the prop would fit in
side with plenty of room at each
blade tip for a few inches of tight

packing material. His material

of choice? Terry cloth bathroom
towels! (We presume they're old.
Don't tell Norma, Butch's wife!)
Each end of the pipe was capped
by a glued-on cleanout plug adapter.
Towels were wrapped around
the hub so the prop slid snugly
into the tube and was centered in
the hollow pipe. Then additional
towels were packed around the
blade tips to pad them from the
end caps that would be installed a
bit later, and to prevent the blades
from rattling off the sides of the
pipe. A short piece of duct tape kept
the padding from unwrapping.

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A cleanout plug was screwed into

each adapter, the shipping label was
attached, and the shipping man in
the yellow and red truck was soon
pulling up to Bob's office outside of
Milwaukee. Bob says the notification
his prop had been delivered was price
less. A lady who works with him came
into his office and said, with a hint of
disbelief in her voice, "Someone just
shipped you a piece of pipe!" What a
clever, economical solution!
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Feb. 25-26

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VINTAGE AIRPLANE

31

E.E. " BUCK" HILBERT

Just loolin' Along

I' m still on a "proper use of

tools" kick. The way some peo
ple abuse tools and themselves is
a real concern to this old grouch.
I'm especially distracted when I
see utter disregard for personal
safety while using power tools
such as drills, reamers, welders,
and moving machinery.
OSHA won't save you from
yourself. It can write any rule it
thinks might do the job, but pro
tecting yourself and perhaps oth
ers around you when you work is
your responsibility.
Protecting your personal safety
has got to become a habit. Wear
safety goggles and/or protective
face shields whenever there is a
chance that flying metal chips, ac
ids, sparks, or anything else might
get into your eyes.
Wear earplugs or other hearing
protectors in areas with high noise
levels (including the cockpit!).
Some machinery can really cause
problems. Maybe not immediately,
but hearing loss is progressive and
cumulative. Exposure to high fre
quencies, gun blasts, rivet guns,
concrete jackhammers, air drills,
and many other sources, including
loud heavy-metal rock music will
also add up and result in hearing
loss, which can give you problems
later in life.
My number-three son, who
wanted to be an Army aviator,
blew the physical because of hear
ing loss . He spent several years as
a "Western gunfighter" doing the
shoot-'em-up stuff without hearing
protection. It cost him a career in
32

JANUARY 2006

aviation simply because he was too

macho to use earplugs.
The responsibility for protect
ing yourself is on you and no other.
Your family needs you with hands,
fingers, and eyes-with all of you in
good physical condition.

"Take on the job

only after you
protect yourself.
Don't rely on
medical miracles
to fix things after
the fact."
Using a dril l press or any other
machine that has rotating parts
that might entangle long hair,
neckties, or loose clothing is cause
for caution. I've seen a man get his
tie caught in his work while doing
a simple job on a drill press. There
were some very unhappy results!
His nickname is "Dimples."
Unprotected feet are also a haz
ard. Moccasins, sandals, athletic
shoes, and even non-steel-toe work
shoes offer very little protection
against dropped or falling objects
that could crush, bruise or break a

foot. Hey, you need those feet to

push on the rudder pedals! Take
care of them!
I've harped enough. Protecting
yourself is your responsibility. If
there is even a slim chance that you
cou ld be hurt, take precautions.
Take on the job only after you pro
tect yourself. Don't rely on medical
miracles to fix things after the fact.
Let's talk about some of the com
mon tools.
Screwdrivers . Make sure you
have the right one for the job. It
should fit the slot or cross point
correctly. The blade of the point
sho uld fit snugly and give a good
grip. Check the cross-point screw
is it a Phillips or a Reed & Prince? A
cross-point screwdriver for a Reed
& Prince screw has a sharper point
at the tip, and it will bottom out in
the recess before properly engag
ing the four flats inside the screw
head . If it doesn't fit, go find the
right screwdriver! In today's world,
the price of simple hardware like
screws has escalated to the point
where most of them are about 10
cents apiece. Have you priced an
AN 76 prop boIt lately?
Use the screwdriver that fits the
job. The replaceable bits they sell to
day are cheaper than the hardware.
Throwaway those old boogered-up
screwdrivers, and get several of the
drivers that accept replaceable bits.
Keep on hand a supply of cross
point and flat bits to fit the job. An
offset screwdriver set comes in real
handy too.
Break tight screws loose before
you try to remove them with a

power screwdriver. Those power screwdrivers are won

derful. They sure take a lot of the labor out of removing
the innumerable screws every airplane seems to have.
But like any power tool, if carelessly handled, they can
mar the work, catch you off guard, and even mess up
a finger or two. Treat them with caution. Don't use ex
cessive force. Let the tool do the work.
Pliers. Oh boy! I've seen more "butchered" hardware
and connectors as a result of using pliers . Sometimes
there is no other way; there just isn't a strap wrench
or a tool to do the job. I could go into great detail on
the various types of pliers and their uses, but again, the
right tool for the job is the way to go. Pliers are in the
same category as pipe wrenches. They can sure mess
up a beautiful piece of hardware. Think about the time
you saw a less-than-professional plumber take a pipe
wrench to a chrome-plated brass fixture. We have all
. seen the result.
The mark of a good mechanic is a job well done. No
tool marks, a clean shop, safety equipment in place
and used accordingly, the necessary book at hand for
reference in the event it's needed, and they take pride
in their work.
That's the definition of a mechanic: "A person who
takes pride in his work. Here's another thought: "If
you don't like the job, do it well! No one can dislike a
job well done."
Meanwhile, it's over to you. More in the next issue.
II

~ti.~

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VINTAGE AIRPLANE

33

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EAA LIBRARY'S

GARNER P. "EMY" EMERSON COLLECTION.
Send your answer to EAA, Vintage
Airplane, P.O. Box 3086, Oshkosh,
WI 54903-3086. Your answer needs
to be in no later than February 10
for inclusion in the April 2006
issue of Vintage Airplane.
You can also send your response
via e-mail. Send your answer to
mysteryplane@eaa.org. Be sure to
include your name, city, and state
in the body of your note, and put
"(Month) Mystery Plane" in the
subject line.

OCTOBER'S

MYSTERY

Lawrence Sperry's petite wife, Winifred, who was just 5 feet tall, holds the tail
of the one-of-a-kind two-place Sperry Messenger aloft. Before Sperry proposed
to her on New Year's Day 1918, Winifred Allen had been a successful silent
movie star.
EAA library/ Garner P. "Emy" Emerson Collection
34

JANUARY 2006

ANSWER

October's Mystery Plane is a one

off version of my favorites. Here's a
response from Jack Erickson of State
College, Pennsylvania:
The Subject Mystery Plane almost
looked like a Sperry M-l Messenger,
but was not short-coupled enough.
Pete Bowers' article in AOPA Pilot
had a photo of what must be the same
aircraft as in your picture. Bowers also
had a more detailed article with ad
ditional photos in Air Progress
Homebuilt Aircraft, which also
featured the same photo and detailed
scale drawings by Jim Morrow.
The Mystery Plane must be an ex
ample (the only two-seater, possibly) of
a Sperry Civil Sport version of the
Messenger, which in this case had a
fuse/age stretched both in front of and
aft of the cockpit with a small rear
seat behind the pilot and a slightly

What appears to be the same airplane appears to sport a different color scheme, with lighter-colored wings and vertical tail.
The flattened turtledeck and lengthened fuselage are clearly visible in both photos. With a wingspan of just over 20 feet,
and the modified fuselage 19 feet, 9 inches long, the Messenger was a diminutive biplane.
Peter Bowers Collection

wider {uselage to enclose the passen

ger's feet beside the pilot. The aft tur
tledeck on the Messenger was removed
and replaced with a flat surface when
the extra seat was added. According
to the Air Progress article, these
changes were made to the prototype af
ter Speny bought it back from the Ar
my following load testing. The wings
and their bracing structure are identi
cal to the Messenger, and it seems to
have the same engine, a three-cylinder,
air-cooled radial Lawrance L-4 (later
manufactured as the Wright Gale).
The L-4 delivered 56.5 hp @ 1600
rpm and 64 @ 1800 for takeoff.
The Lawrence Speny Aircraft Co., of
Farmingda le, Long Island, New York,
built this aircraft, a few other Civil
Sport single-seaters, and the 42 mili
tary M-1, M-1A, and MAT (Messen
ger Aerial Torpedoes, early radio-con
trolled UAVs). The M-l was designed
in 1919 by Alfred Verville of the engi
neering division of the Army Air Ser
vice at McCook Field nea r Dayton,
Ohio. The military versions were built
by Sperry under Army contracts for
which they entered the winning bid.
References:
Bowers, Peter M., "The Mini-Bipe
from Farmingdale," Air Progr ess
Homebu il t Airc raft , Spring
Summer 1967 edition.
Bowers, Peter M., "Yes terday's

Wings: TheSperryMessenger, " AOPA

Pilot, April 1983.
Aerofiles.com reports on th e
firm'S products, but does not have a
photo of this particular aircraft.
To further explain the Singular
modifications to this particular
aircraft, here's a quote from Pete
Bowers' 1967 article:
"The Messenger was a fully aer
obatic airplane, designed to a load
factor of six. The first one was
static-tested at McCook Field in
September 1920. The test was dis
continued at a factor of seven be
cause there was no point in going
further and destroying a perfectly
good airplane. This particular plane
was sold back to Sperry, who used
it as his personal machine, with lit
tle modification other than steel
tube 'N' struts. He built a slightly
larger two-seat fuselage that was fit
ted to it briefly, with tandem seats
in a single 'Buddy' cockpit 4 inches
wider so that the passenger's legs
could be placed alongside the pilot.
The wider fuselage increased the
span by an equal amount. [Now 20
feet , 4 inches-Ed.] The increased
weight aft was offset by moving
the engine forward for an overall
length increase of only 2 feet."
Lawrence Burst Sperry Sr. 's con
tributions to the science of aviation

were voluminous, and one can only

wonder what he might have accom
plished if his life hadn 't been cut
short. By the age of 31, he had ac
cumulated more than 4,000 hours
of time aloft, much of it testing
his gyroscope-stabilized autopilot
invention as well as other instru
ments and inventions for which he
is given credit. Unfortunately, his
trust in his aircraft proved to be his
undoing. Having shipped a person
ally owned Messenger to England,
Sperry set off on a flight across the
then fogbound English Channel
on December 13, 1923. The ex
act cause is unknown, but Sperry's
Messenger was forced to land in
the channel. The airplane washed
ashore intact , and it was pre
sumed he was lost while trying to
swim to shore in the chilly waters.
Sperry's body was found on Janu
ary 11 , 1924. His wife, Winifred,
passed away at a relatively young
age as well: 47, in 1943. For more
on the life of Lawrence Sperry, I'd
suggest reading Gyro! The life and
Times of Lawrence Sperry by Wil
liam W. Davenport.
Other correct answers were re
ceived from Wayne Muxlow, Min
neapolis, Minnesota; Thomas H.
Lymburn, Princeton, Minnesota;
and Wayne Van Valkenburgh, Jas
per, Georgia.
.....
VINTAGE AIRPLANE

35

continued from page 3

bility for that airport, meeting with
other airport tenants to review airport/
aircraft security issues that occurred at
the airport over the past year, and re
viewing the GA Airport Security Guide
lines plus the other security awareness
topics on the TSA web page.
EAA Note: If at any time an in
dependent eFI or (light school em
ployee feels he or she needs a basic
review of the overall TSA security
awareness program, the emp loyee
may retake the TSA Flight School Se
curity Awareness Training program.
EAA Note: To learn about other
recent changes to TSA flight training
requirements, visit the DOT's Docket
Management website at http://dms.
dot.gov/search/searchFormSimple.c(m.
Enter 19147 in the search block.
When the docket appears click on the
reverse link to view the most recent
TSA changes.
The goal of the TSA security
awareness recurrent training is to
provide individuals with the latest
information available that pertains
to general aviation flight training.
An important note to remember
is that TSA regulation lSS2.2S (a)
states that each individual receiv
ing initial or recurrent security
awareness training must receive
documentation stating th e train
ing has been complete. For recur
rent training, this documentation
may be a memorandum, letter, or
diploma containing the required
regulation lSS2.2S(a) information
and must be signed by the appro
priate person. For independent CFIs
who receive a briefing from their
airport manager or appropriate law
enforcement official, that individ
ual's signature on the document
would be appropriate. The proof-of
training document must be main
tained in the trained individual's
employee record as required by TSA
regulation lSS2.2S(b) and (c).
If you have any additional ques
tions on security awareness recurrent
36

JANUARY 2006

training that may not have been ad

dressed above, please contact:
Monty Thompson, TSA Security
Awareness Training manager, S71
227-2428, monty. thompson@dhs.gov
Rusty Sachs, executive director,
National Association of Flight In
structors (NAFI), 888-322-4636, ext.
6801, nafz@eaa.org
Randy Hansen, EAA Government
Relations Director, 888-322-4636,
ext. 6S22, govt@eaa.org.

EAA RECOMMENDATIONS
WOULD HELP ELIMINATE
AVIATION MEDICAL
CERTIFICATE BACKLOG
EAA PROPOSAL WOULD AID FAA' S
CURRENT HEIGHTENED EFFORTS TO
SOLVE DILEMMA

Pilots would see improved response

times to their medical-certification
and special-issuance applications if
policy and process changes proposed
by Experimental Aircraft Association
are adopted by the Federal Aviation
Administration. In a letter and sup
porting documents delivered to the
FAA this week, EAA President Tom
Poberezny recommended solutions
to the backlog of applications for
aeromedical certification. Delays in
processing such applications, par
ticularly special-issuance paperwork,
continue to be a vexing problem for
the FAA and the pilot community.
Poberezny's letter to Nick Saba
tini, the FAA's associate administra
tor of regulations and certification,
referred to a position paper devel
oped by EAA's Aeromedical Coun
cil. The council is made up of EAA
members who are active aeromedi
cal examiners and volunteer their
time to advise and assist on medical
issues affecting pilots.
"These highly qualified individu
als, who are well recognized within
the aeromedical field, have the ex
pertise and experience to address
th e issues and develop practical
recommendations and solutions,"

VAA HALL OF FAME

INDUCTEE CELEBRATES
100TH BIRTHDAY
Captain John Miller, our 2002

VAA Hall of Fame inductee, cele

brated his 100th birthday on De

cember 15, 200S. John has had

a remarkable aviation career. It

started when, as a 4-year-old, he

witnessed Glenn Curtiss' epic

flight from Albany to New York

in 1910. Be was the first to fly an

autogiro from coast to coast and

served as a test pilot for Colum

bia aircraft. His life's story can

literally fill a book, and it's not

over yet! Congratulations, Capt.

Miller, on a remarkable century

of flight!

Poberezny said. "These medi cal

professionals deal with aeromedi
cal-certification matters daily and
want to help improve this often
frustrating process."
Poberezny noted that, during EAA
AirVenture Oshkosh 200S last July,
the medical-certification backlog
was the most commonly mentioned
topic by pilots during the annual
"Meet the Administrator" session.
Poberezny commended the FAA for
responding to EAA members' appeal
for action by making a good-faith ef
fort to address the backlog.

"We applaud the work FAA has

done, but its current effort is not
sustainable," Poberezny said. "The
agency addressed the backlog by re
doubling its efforts-in other words,
working longer and harder. With no
additional resources or relief on the
horizon for FAA, we believe it must
adopt reforms to create a more effi
cient medical-certification system."
In addition to identifying and
analyzing the factors that can pro
tract the processing of medical
certification and special-issuance
applications, the EAA position pa
per offers up specific policy and
process solutions from the EAA
Aeromedical Council.
In preparing the position paper,
the EAA Aeromedical Council re
viewed numerous potential solutions
addressing all phases of the process,
including enhancing the quality of
data input, minimizing or eliminat
ing delays in the multiple steps in
the certification pathway, reducing
the input burden to the [FAA's] Aero
space Medical Certification Division
through the delegation of authority
to aeromedical examiners [AMEs],
and pursuing other measures.
Regarding the additional author
ity to AMEs, EAA's position paper
refers to a survey indicating that 94
percent of AMEs are willing to take
on additional training and respon
sibility to address the problem.
"The EAA Aeromedical Coun
cil has done outstanding work in
outlining the current situation and
providing solutions. Enacting the
council's recommendations will
streamline the processing of medi
cal applications without compro
mising air safety."
NOMINATIONS FOR
EAA DIRECTORS
Nominations are now being so
licited for the eight Class 1 Direc
tor positions on the EAA board of
directors, to be fi ll ed at the 2006
annual membership meeting held
during EAA AirVenture Oshkosh
2006 at Theater in the Woods at
10 a.m., COT, on Saturday, July
29, 2006, Wittman Airport, Osh

kosh, Wisconsin.
Candidates must be current EAA
members, and nominations must
be submitted on officia l forms
available bye-mail from jreader@
eaa.org or by mail from EAA, c/o
Tom Poberezny, P.O . Box 3086,
Oshkosh, WI 54903-3086.
Each nomination petition must in
clude at least 25 EAA members, along
with such members' EAA numbers
and membership expiration dates, a
recent 3x5 photo or full-reso lution
2-megapixel photo of the candidate,
and a brief resume of his or her back
ground and experience.
Submit nomination petitions to
Nominating Committee Chairman
Ron Scott, c/o EAA Headquarters,
P.O. Box 3086, Oshkosh, WI 54903
3086, no later than February 28,
2006. The six-member nominating
committee-Ron Scott, East Troy,
Wisconsin; Zonnie Fritsche, Nesh
koro, Wisconsin; Robert D. Lumley,
Brookfield, Wisconsin; Fred Stadler,
Arlington, Texas; Cody Welch, lin
den, Michigan; and Harry Zeisloft,
Mesa, Arizona-will verify th e pe
tition Signatures. If the committee
receives ins ufficient nominations,
the Governance Committee of the
EAA board will make additiona l
nominations of its own.
Alan Shackleton, Secretary
Experimental Aircraft Association Inc.

WHAT OUR MEMBERS

ARE RESTORING
For many years, we ran a regular
monthly feature called 'What Ou r
Members Are Restoring ". Over the
past couple of years , the number
of submissions for that feature
has dwindled to a trickle, and we'd
like you to help us give it a boost.
In the distant past, each new and
renewing member of EAA and VAA
received an "activity card " that
gave the member the opportun ity

to tell headquarters what airplanes

they were working on. Since that
card is no longer part of a new
member packet, we have no way
of knowing what you're up to , so
here's our request.
Are you nearing comp letion of

a restoration? Or is it done and

:you' re busy flying and showing it

6ft? If so, we'd like to hear from

EAA MEMBERS
RECEIVE $5 DISCOUNT
AT LASERGRADE
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benefit, EAA members receive $5
off the cost of any FAA tests taken
at LaserGrade centers. LaserGrade
is one of only two computer-based
tes tin g companies authorized by
the federal government to adminis
ter FAA Airman Knowledge Tests.
To take advantage of this dis
count, call 800-21 1-2754 when you
are ready to schedule your test. Tell
the registrar you are an EAA mem
ber and you'll get $5 off of the
$80 regu lar price. To find the La
serGrade center nearest you, visit
www.lasergrade.com/locate.shtml or
call 800-211-2754.
.....

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

37

of the project. What is it missing to

make it airworthy, and what is it
missing to make it original? Those
are two different and very impor
tant questions.
Condition can cancel out many
of the other concerns. An airplane in
really good condition means much
less work for you, so you'd be willing
to overlook a few missing pieces. An
airplane that has every last nut and
bolt, but everything is rusted and
dented, is going to keep you at it for
years longer than the same airplane
in better condition.
Location can drive the price, but
not at the expense of the preceding
points. Relocating an airplane on
a trailer is neither cheap nor easy.
More damage is done moving air
planes than flying them. Still, when
comparing two identical projects, the
foregoing points should outweigh

the location. Two days spent truck

ing the remains of a top-condition
airframe can save you two years of
hard work on a local ai rplane that's
not in as good condition.

The following list of coming events is

furnished to our readers as a matter of
information only and does not consti
tute approval, sponsorship, involvement,
control or direction of any event (fly-in,
seminars, fly market, etc.) listed. To sub
mit an event, send the information via
mail to: Vintage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Or e-mail
the information to: vintageaircra(t@eaa.
org. Information should be received four
months prior to the event date.

2006

MAY 5-7-Burlington, NC
Alamace County Airport (KBUY).
VAA Chapter 3 Spring Fly-In.
All Classes Welcome! BBQ Fri
Night, Acft Judging/Banquet
Sat Night. Info: Jim Wilson
843-753-7138 or eiwilson@
homexpressway.net
JUNE 15-18-St. Louis, MO
Dauster Flying Field, Creve Coeur
Airport (lHO). American Waco
Club Fly-In. Info: Phil Coulson
269-624-6490, rcoulson516@
cs.com or Jerry Brown 317-422
9366, Ibrown4906@aol.com,
www.americanwacoclub.com

38

JANUARY 2006

Do an Inventory
Before you journey down to see
the project, make up a checklist that
combines what you learned from the
type club and your local mechanic,
who, if he's not too expensive, is
right there at your elbow through
the entire process. You'll need him
to sign off your work anyway, so he
might as well have a say in the proj
ect selection. The checklist is going
to be partially common-sense stuff
generic to every airplane (" Engine?
Check!") and items unique to this
airplane (" Cowl inlet grills? Nope,
missing one.") .
Be very systematic, because once

you've written the check, you seldom

have any recourse. If you overlook
something that's missing, that's your
problem. If something is missing that
the seller said was there, that's a dif
ferent subject altogether and reason
enough for an inventory to be signed
by both seller and buyer.

Condition Inspection
The condition inspection is an in
tegral part of the inventory. Since,
in theory, you'll be looking at ev
ery part to confirm its presence, at
the same time you want to inspect
that part for airworthiness. Have a
column on your checklist that has
a "condition" box where you rate
the condition from one to five, with
five being best. Ones and twos get re
placed; the rest get reconditioned to
the extent indicated by their ratings.
The number of parts that are going

MAJOR

FLV-INS

For details on EAA Chapter fly-in s and other local aviation events,
visit www.eaa.org/events

U.S. Sport Aviation Expo

(Rescheduled from October 2005)
Sebring Regional Airport, Sebring, FL
January 12-15, 2006
www.sport-aviation-expo.com

EAA AirVenture Oshkosh

Wittman Regional Airport (OSH),
Oshkosh, WI
July 24-July 30, 200 6
www.airventure.org

Sun 'n Fun Fly-In

Linder Regional Airport (LAL), Lakeland, FL
April 4-10, 2006
www.sun-n-fun.org

EAA Mid-Eastern Regional Fly-In

Marion Municipal Airport (MNN),
Marion,OH
August 25-27, 2006

EAA Southwest Regional-The Texas Fly-In

Hondo MuniCipal Airport (HDO), Hondo, TX
May 12-14, 2006
www.swrfi.org

Virginia Regional EAA Fly-In

Dinwiddie County Airport (PTB),
Petersburg, VA
September 30-0ctober 1, 2006
www.vaeaa.org

Golden West EAA Regional Fly-In

Yuba County Airport (MYV), MarysVil le, CA
June 9-11, 2006
www.goldenwestflyin.org
Rocky Mountain EAA Regional Fly-In
Front Range Airport (FTG), Watkins, CO
June 24-25, 2006
www.rmrfi.org
Northwest EAA Fly-In
Arlington Municipal Airport (AWO),
Arlington, WA
July 5-9,2006, 2006
www.nweaa.org

Copperstate Regional EAA Fly-In

Casa Grande (AR) MuniCipal Airport (CGZ)
October 12-15, 2006
www.copperstate.org
EAA Southeast Regional Fly-In
Middleton Field Airport (GZH), Evergreen, AL
October 6-8, 2006
www.serfi.org
U.S. Sport Aviation Expo
Sebring Regional Airport, Sebring, FL
October 26-28,2006
www.sport-aviation-expo.com

to require replacing or fabrication be

come bargaining points when nego
tiations get serious.
When inspecting the major com
ponents, you're really keeping your
eye open for corrosion or serious rust,
which, if it's present, means ma jor
surgery, major expense, major time
expenditure. Be really critical about
rust and corrosion, because they can
be deal breakers. If you're an accom
plished metal man or we lder, you
may be willing to put up with more
of this kind of deterioration than
most amateur restorers . If you see
that telltale powder creeping out of
riveted joints everywhere, it may be
time to move on to the next project.
The same thing said about rust and
corrosion can be said about damage.
If you're talented and experienced,
damage is much less of a worry than
to the rest of us. If you see any dam

age in a component, search out the

part that component was bolted to
and see if the damage carried over.

Check Out the paperwork

It's not unusua l to find disassem
bled airplanes that have been in
that condition for decades and have
passed through six owners in 30 years
while the airplane is still titled to the
original owner. Th is can be a chal
lenging problem, because the FAA is
very insistent that the ownership pa
perwork be right. If the original owner
is deceased, it can get very sticky and
you' ll become a genealogy expert as
you track down someone who the
FAA says can legally sell the airplane.
In some cases, it just can't be done.
Plus, you may find a lien that some
one forgot to remove, and that can
be another stumbling block.
Besides the ownership, however,

it's important to make sure any

modifica tions or additions to the
airframe have been properly certi
fied by 337s, STCs, etc. If the logs
aren't complete, then you'll have
to jump th rough t he appropriate
hoops to make t he airplane legal.
And don't take the seller's word on
it. Look at the logs.
Don't pay for the airplane until all
of the paperwork issues are resolved.
More than one restorer has finished
a project assuming he could get the
paperwork issues ironed out, only to
find he was trying to tap dance on
quicksand with the FAA.
When it comes to evaluating any
project, just remember the four most
important things are completeness,
condition, completeness, and condi
tion. Everything else can be worked
out. Now go clea n out the gar. e,
and get ready to have fun!

Something to buy, sell, or trade?

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line.
Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white
only, and no frequency discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date (Le., 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 (classads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of
card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications
Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086
BABBITT BEARING SERVICE - rod
bearings, main bearings, bushings,
master rods , valves , piston rings.
Call us Toll Free 1-800-233-6934,
e-mail ramremfg@aol.com Website
www.rameng ine.com VINTAGE
ENGINE MACHINE WORKS ,
N. 604 FREYA ST. , SPOKANE, WA
99202
CUSTOM PRINTED T-SHIRTS for your
flying club, flight shop, museum. Free
samples. Call 1-800-645-7739 or 1
828-654-9711
THERE'S JUST NOTHING LIKE IT

ONTHEWEBII

www.aviation-giftshop.com
A Website with the Pilot in Mind
(and those who love airplanes)

Warner engines. Two 165s, one fresh

O.H., one low time on Fairchild 24
mount with all accessories. Also
Helton Lark and Aeronca C-3 project.
Find my name and address in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.

WANTED-Metal wheel pants, Cessna

120-140-170-& early 180s. Must be
near perfect as they will be polished.
Will pay a premium. Will pay a finder's
fee. Dean Richardson (608) 310-6107
or (608) 877-8485

For Sale - 1939 Spartan Executive,

3500TT, 10 SMOH. 214-354-6418,
www.lpjetservices.com

Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE

YOUR AIRPLANE!

www.airplanetshirts.com
1-800-645-7739

Flying wires available. 1994 pricing.

Visit www.flyingwires.com or call
B00-517-9278.
A&P I.A.: Annual, 100 hr. inspections.

Wayne Forshey 740-472-1481

Ohio - statewide.

WANTED: Taylorcraft BC-12D left wing.

785-437-6078, odredger@kansas.net

1938 CESSNA AIRMASTER 1874TT,

165 HP WARNER SUPER SCARAB,
480 HRS , CURTISS REED PROP,
ALWAYS HANGARED , FRESH
ANNUAL $54 ,500 (707) 812-0300
OR (707) 480-1012
VI N TA G E A I RPLA N E

39

Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND

ASSOCIATION
THE EAA VINTAGE AIRCRAFT ASSOCIATION
OFFICERS
President
Geoff Robison
1521 E. MacGregor Dr.
New Have n, IN 46 774
2604934724
chieI7025@aol.com

VicePresident
George Daubner
2448 Lough Lan e
Hartford, WI 53027
2626735885

Secretary
Steve Nesse
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Albert Lea, MN 56007
507373 1674

Treasurer
Charles W. Harris
72 15 East 46th SI.
Tulsa, OK 74147
9186228400

stlll's(glieskmedia.colll

cwh@hv511.com

vaaflyboy@~IlS".com

DIRECTORS
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5086537557

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sst JOLtVcomcast. net

dingllao@owc. nel

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Espie "Butch" Joyce

704 N. Regional Rd.
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3366683650
wimJsock@aoi.com

antiquer@illreacil.colll
Jo hn Be rendt
7645 Echo Point Rd.

can non Fa lls, MN 55009

5072632414
mjb{chld@rcolllltct. com

Steve KIog
1002 Heather Ln .
Hartford, WI 53027
262966-7627
sskrog@aol.com

Dave C lark
635 Vestal Lane
Plainfield, IN 46168
317 8394500
da wcpd@iquest.llet

Robert D. " Bob" Lu mley

1265 South 124th Sl.
Brookfield, WI 53005
2627822633

John S. Copeland
lA Deacon St reet
Northborough, MA 01532
5083934775

Gene Morris
5936 Steve Court
Roanoke, TX 76262
8 1749 19 110

copeloml l @jUlw. com

gellemoffis@Charter. llet

Phil Coulson
2841 5 Springbrook Dr.
Lawton, MI 49065
2696246490
rcoll/son516@Cs.com

Dean Richardson
1429 Kings Lynn Rd
Stoughton, WI 53589
6088778485

Dale A. G ustafso n
7724 Shady Hills Dr.
Indianapoli s, IN 462 78
3172934430
daJefaye@msn. com

S.H. " Wes" Schmid

2359 Lefeber Avenue
Wauwatosa, WI 53213
4147711545

Jumper@execpc.com

dar@aprilaire.com

sIJscl1mid@milwpc. com

DIRECTORS

EMERITUS

Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
9202315002

E.E. "Buck" Hilbert

P.O. Box 424
Union, IL 60180
8 15923459 1

GRCHA@Ci1arter.1Iet

b7tlc@mc.l1et

Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 493 30
6 166 7850 12

Directory

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

Phone (920) 426-4800

Fax (920) 426-4873

Web Site: www.vintageaircraft.org and www.airventllre.org

EAA and Division Membership Services
800-843-3612 ........ FAX 920-426-6761
(8:00 AM-7:00 PM
Monday-Friday CST)
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sions (Vintage Aircraft Association, lAC,
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Programs and Activities

EAA AirVenture Fax-an-Demand Directory
. ...... .. ... . .... .. . . . . . 732-885-6711
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MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, includ
ing 12 issues of SPORT AVIATION. Family
membership is an additional $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (Add $16 for
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EAA SPORT PILOT

Current EAA members may add EAA
SPORT PILOT magazine for an additional
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EAA Membership and EAA SPORT
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cluded). (Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION

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

lAC

Current EAA members may join the

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

WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional $40
per year.
EAA Membership, WARBIRDS maga
zine and one year membership in the
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Please submit your remittance with a
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rFritz@pa thwaynet.com

Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Cop)'light 2006 by the EM Vinlage Aircraft Association
All rights reserved.
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ING - Vintage Aircraft Association does not guarantee or endorse any producl OffOfed Ihrough Ihe advertising. We invite constructive criticism and welcome any report of inlerior merchandise obtained through our
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40

JANUARY 2006