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july 2012
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A I R P L A N E
Vol. 40, No. 7
2012
J U LY
CONTENTS
2
3 News
7 Mike Araldis Flying Diary
An alluring Waco AGC-8
by Sparky Barnes Sargent
JIM KOEPNICK
30
33
34
Chapter Locator
The Vintage Instructor
Wind, takeoff, and traffic patterns, Part 2
by Steve Krog, CFI
36
Mystery Plane
by H.G. Frautschy
39
Classifieds
14
JIM KOEPNICK
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Business Manager
Senior Art Director
Rod Hightower
J. Mac McClellan
H.G. Frautschy
Kathleen Witman
Olivia P. Trabbold
Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Email: sanderson@eaa.org
Fax: 920-426-4828
Independent Business Relationship Representative, Larry Phillip
Tel: 920-410-2916
Email: lphillip@eaa.org
Classified Advertising Coordinator, Molly Nevens
Tel: 920-426-4887
Email: classads@eaa.org
COVERS
FRONT COVER: Mike Araldis long restoration of his Waco
AGC-8 had its ups and downs. Now he gets to enjoy the results of his eorts as he ies the magnicent cabin Waco. VAA
photo by Jim Koepnick Photography.
BACK COVER: The EAA Archives have a variety of interesting artifacts, including this water-slide decal of the Piper Cub
Dealer artwork.
VINTAGE AIRPLANE 1
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and VAA administrative assistant Theresa Books have been hard at work
throughout this spring getting the
VAA retail merchandise store up and
ready for AirVenture. Their much
appreciated hard work will again be
thoroughly enjoyed by our members
who come by the store each year to
shop the ever-changing lineup of VAA
shirts, caps, and all kinds of various
aviation-related products. Be sure to
stop by and visit with us at the Red
Barn store again this year.
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VAA NEWS
To help members who y in to
understand the layout of the convention area administered by the
VAA, weve pr epared this simplified map. As you can see, Cub
camping star ts at Row 74 on
the east side of the main nor th/
south road (Wittman Road), with
the areas to the nor th of that line
set up to handle display-only vintage aircraft. Thats why you may
see open areas as you taxi south
to your camping location. Pilots
who arrive early for a camping
spot on the west side of the r oad
will begin camping star ting in approximately Row 61; our Flightline
Safety staf f may have to adjust
the exact r ow number depending
on demand for antique parking
and antique camping spots.
Once you arrive, youll need to r egister your aircraft and/or campsite. In addition to r oving registration vehicles, ther e is one main
Showplane Registration building, located just south of the V AA Red Bar n (see map). The EAA convention campgr ounds are private
campgrounds and ar e not open to non-EAA members. Each campsite must be r egistered by a cur rent EAA member .
Another immediate bene t of VAA membership is your fr ee VAA AirVenture Oshkosh 2012 Par ticipant Plaque, which you can
pick up in the r ear of the Red Bar n.
EAA and VAA memberships ar e available at both Showplane Registration and the membership booth located under the V AA Welcome Arch, northeast of the Red Bar n at the cor ner of Wittman Road and V ern Avenue as well as inside the Red Bar n, near the information desk.
VINTAGE AIRPLANE 3
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Join us for the annual VAA picnic, which will be a joint event with
the Cubs 2 Oshkosh dinner. It will
be held Wednesday, July 25, at the
EAA Nature Center. Tickets will be
available for sale at the VAA Red
Barn and in advance at the Hartford, Wisconsin, airport during the
Cub celebration activities hosted by
the Cub Club. Tickets must be purchased in advance so we know how
much food to order. The delicious
meal will be served from 5:30 p.m.
until approximately 8 p.m; this
year, to accommodate an increased
demand, there will be two seatings
for the meal. If you need transportation, trams will begin leaving the
VAA Red Barn around 5 p.m. and
will make return trips after the picnic. Type clubs may also hold their
annual banquets during the picnic.
Call Jeannie Hill (815-245-4464),
and she will reserve seating so your
type club can sit together.
Shawano Fly-Out
The annual fly-out to Shawano is
Saturday, July 28. The sign-up sheet
will be at the desk at the VAA Red
Barn, and the briefing will be at 7
a.m., the morning of the fly-out.
The community of Shawano, approximately an hour north of
Oshkosh (as the Cub flies), puts
forth a lot of effort to sponsor
this event. Shawanos residents do
a great job of hosting us, and we
hope youll help us thank Shawano
by joining us on the flight.
The VAA Red Barn Store, chockfull of VAA logo merchandise and
other great gear, will be open all
week long, Monday through Saturday, 8 a.m. until 6 p.m. Early-bird
arrivals can shop on the pre-convention weekend as well, during
limited hours.
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Aeromart, the worlds largest aircraft parts swap, will now be administered and run by the volunteers
of the Vintage Aircraft Association.
This great venue allows you to turn
old parts into cash, with the added
satisfaction that you have helped
other EAA members complete their
restorations or projects. Aeromart
is located in a great spot right next
to the northeast corner of Camp
Schollermaking it easier for
campers to transport their parts to
the tent for consignment sale. Simply bring over the parts you wish
to sell when you arrive and register. Just pay a $1 per sales tag fee
to Aeromart, and well sell the part
for you. Twelve percent of the sale
supports EAA and its Vintage Aircraft Association. Before you leave
EAA AirVenture Oshkosh, stop by
to pick up any unsold items, then
a check for your sale (minus the
12 percent commission and 5 percent sales tax) will be mailed to
you. Its that easy! For more information about selling items, visit
www.Aeromart.webs.com. If you
are interested in volunteering at Aeromart, contact the
Aeromart chairman by e-mail
at aeromart.volunteers@gmail.com.
VINTAGE AIRPLANE 5
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Site Map
www.AirVenture.org/planning/
schedules_maps.html
Where to Stay
www.AirVenture.org/planning/
where_to_stay.html
AirVenture NOTAM
www.AirVenture.org/flying
Nominat
ions
C A L L F OR V I N TA G E A I R C R A F T A S S O C I AT ION
To nominate someone is easy. It just takes a little time and a little reminiscing on your part.
Think of a person; think of his or her contributions to vintage aviation.
Write those contributions in the various categories of the nomination form.
Write a simple letter highlighting these attributes and contributions. Make copies of
newspaper or magazine articles that may substantiate your view.
If at all possible, have another individual (or more) complete a form or write a letter about this
person, confirming why the person is a good candidate for induction.
This years induction ceremony will be held near the end of October. Well have follow-up
information once the date has been finalized.
We would like to take this opportunity to mention that if you have nominated someone for
the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the
nomination must be resubmitted.
Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp.
PO Box 470350
Tulsa, OK 74147
E-mail: cwh@hvsu.com
Remember, your contemporary may be a candidate; nominate someone today!
Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy
(920-426-6110), or on your own sheet of paper, simply include the following information:
Date submitted.
Name of person nominated.
Address and phone number of nominee.
E-mail address of nominee.
Date of birth of nominee. If deceased, date of death.
Name and relationship of nominees closest living relative.
Address and phone of nominees closest living relative.
VAA and EAA number, if known. (Nominee must have been or is a VAA member.)
Time span (dates) of the nominees contributions to vintage aviation.
(Must be between 1950 to present day.)
Area(s) of contributions to aviation.
Describe the event(s) or nature of activities the nominee has undertaken in aviation to
be worthy of induction into the VAA Hall of Fame.
Describe achievements the nominee has made in other related fields in aviation.
Has the nominee already been honored for his or her involvement in aviation and/or the
contribution you are stating in this petition? If yes, please explain the nature of the
honor and/or award the nominee has received.
Any additional supporting information.
Submitters address and phone number, plus e-mail address.
Include any supporting material with your petition.
6 JULY 2012
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Mike Araldis
Antique
Flying
Diary
An alluring Waco AGC-8
by Sparky Barnes Sargent
JIM KOEPNICK
VINTAGE AIRPLANE 7
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AGC-8
Araldi acquired the AGC-8 from
Clark and Anna Pester, who owned
the grand-old cabin biplane for
about two decadeslonger than
anyone in its history. They were
delightful people, recalls Araldi,
and the airplane was just sitting up
in Hamilton, Ohio. It was in pretty
rough shape; it had started making
metal due to an engine bearing failure, so they pretty much parked it. I
bought it in December 1997 with the
idea that it was a project for my dad
and I to work on together. We started
on it, but then kind of stopped. I lost
my father in 2003, and I really didnt
start working on the project full time
until June 2010.
The months flipped by on
Araldis calendar, marked in terms
of man-hours invested in the project7,000 of themuntil August
2011. Thats when he taxied the
grand-old gal to the end of the airstrip and paused, treasuring that
momentous feeling that hands-on
restorers/pilots know intimately,
then pushed the throttle to the firewall. The custom cabin Waco thundered down the 3,000-foot grass
strip, abandoning terra firma and
climbing above the trees at the end
of the aerodrome. Home again!
NC-2312
Only 17 AGC-8s were originally manufactured, and just four
are listed on the registry today.
Aviation historian and author
Joseph Juptner, describing the 1938
custom cabin Wacos in U.S. Civil
Aircraft, writes that they had that
subtle tailored look that reflected
mechanical simplicity but with that
certain glow of elegance; most certainly a nice combination of fashion and function.
Powered by a 330-hp Jacobs
L-6 engine turning a Hamilton
Standard 2B20-209 controllable
speed propeller, NC-2312 was originally equipped with two 47-
gallon fuel tanks. As stated on its
license authorization, the airplane had an empty weight of
8 JULY 2012
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Mike Araldi
JIM KOEPNICK
Restoration
JIM KOEPNICK
VINTAGE AIRPLANE 9
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Horsepower
Radial Engines, LTD in Guthrie,
Oklahoma, overhauled the Jacobs
L-6, and an ADC oil filter system
was installed at that time, as well
as a Jasco alternator. Steve and
Caleb Curry are good people and
suggested their fuel injection system for the engine. The L-6 is a
good engine, but its one that cant
be abused. You really have to stay
on top of it and keep the valves adjusted and mind your cylinder head
temperatures. The advantage of the
fuel injection is more horsepower,
and being able to keep the cylinder
head temperatures close together,
reflects Araldi, so Ill probably do
that at some point. But so far, Ive
flown it for about 38 hours, and Im
very pleased with it.
Interior
Attention to the interior detail
of the cabin is evident with just a
10 JULY 2012
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Woodgraining
on Metal
BY H.G. F RAUTSCHY
For a number of years
the late Bennie Estes of
JIM KOEPNICK
Florida offered his woodgraining on metal ser vices to air craft, boat, and automotive r estor ers. Bennie had
purchased the actual printing plates and other tools fr om the original userhis former employer, the National Cash Register Company in Dayton, Ohio. Some members
will remember that one of the most outstanding featur es of Densil Williams Aer onca
Super Chief r estoration done some years ago was the per fect instr ument panel,
which was done by Bennie using the exact plate patter n (Zebrawood) and paints/
woodgrain compounds to match. Now you can do it yourself, thanks to a company
which has followed in his footsteps. Evan of Grain-It T echnologies points out on their
website that ther e were many people involved in the pr ocess when it was being done
in a factor y setting, and only minimal training was needed to get them up to snuf f
so they could do the work in a fast-paced pr oduction environment. Now, you can buy
a kit to do the pr ocess yourself. It looks like a gr eat skill to lear n and have fun with
as you cr eate your own woodgrained metal piece. Y ou can r each them at: Grain-It
Technologies Inc., 334 Commer ce Cour t, Winter Haven, FL 33880, 863-299-4494,
www.Woodgraining.com
VINTAGE AIRPLANE 11
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JIM KOEPNICK
Paper Obstacle
The last restoration-related hurdle
for Araldi was locating an FAA employee or representative who was familiar with antique airplanes in order
to obtain approval and an airworthiness certificate. It took about two
monthsI was so frustrated, because
I tried to work with a couple of DARs
and they didnt really understand
old airplanes. They were very polite
and professional, but they were doing work on corporate jets coming
back and forth from Europewhich
I have done a lot of, because I used to
Airborne
Araldi was thrilled to complete the
AGC-8s ground-up restoration and
ecstatic to start flying it. Hes found
that it burns about 19 gph and indicates 145 mph at about 65 percent power. When coming in for a
landing, he brings it across the fence
at 75 to 80 mph. Flying the Waco
Cabin is fabulous! he says. My UEC
Waco flew very well, as did the VKF7, which was very heavy and didnt
perform as well as I thought it would,
but the AGC-8 really surprised me
the ailerons and pitch are relatively
light, the rudder is surprisingly very
sensitive in the air, and so far it has
no bad tendencies on pavement. Ive
three-pointed and wheel-landed it,
and it doesnt seem to know the difference one way or the other. Its an
ox; its a big old airplane, and I expected it to be a handful, but its actually an absolute delight to fly!
The Waco seems to give its own
unique voice to its pleasure to be flying
again; Araldi has noticed something
akin to a delicate whistle as it slows
below 80 mph. Its funnyyou dont
even have to look at the airspeed, he
says, you can trim it up, fly the airplane, put the flaps down, and as soon
as its at about 78 mph indicated, youll
hear a very distinct sound.
12 JULY 2012
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BY
CLYDE SMITH JR
and the general public. To keep remaining factory workers busy, Taylor
designed a single-seat glider known
as the D1 model.
William Piper had a vision and
wasnt known as a quitter. He had
an understanding of the knowledge
and experience of Gilbert Taylor, and
along with his own business success,
he talked Taylor into designing a
simple, low-powered, two-seat training aircraft using some leftover parts
and ideas from the glider and the
Chummy models. This aircraft was
finished in August of 1930 as the first
Model E-2, registration NC10547 and
serial number 11.
The aircraft was a high-wing monoplane with two-place tandem seating,
and it had a conventional landing
gear. When this aircraft was built, a
famous mark in the history of aviation was made, but it would be a little
while before anyone realized it. Un-
14 JULY 2012
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The ver y rst J-3 still spor ted the r ounded, unbalanced tail of the J-2, but
NX16792 is the ver y rst J-3.
One of the earliest E-2 Cubs on display during the rst years of the EAA
Fly-in in Oshkosh was this unique T aylor E-2 Cub. Restor ed by Dick Hill,
then a pilot for Nor th Central Airlines, it was completed in July of 1971.
The Cub is serial number 34, having been built by the factor y in Bradfor d,
Pennsylvania June 1, 1933. The color is all silver .
But from a production standpoint the
engine was too expensive, and it was
built using metric dimensions and
hardware, a rarity in the United States
in 1930. Parts and service would also
have been a problem. So the project
was delayed and the search continued
for another powerplant. Continental
Motors of Detroit, Michigan, developed a flat four-cylinder opposed
engine in November of 1930. The
Taylor Company purchased one to
try, and installed it on the very next
aircraft, E-2 Cub serial number 12,
registration NC10594, manufactured
on March 31, 1931.
This would have been the first aircraft to utilize this powerplant, and
despite growing pains and some quality control issues with early engines,
this engine was chosen as the standard powerplant, and production of
the E-2 Cub resumed with serial number 13. Of importance is the fact that
E-2 serial number 12 still exists and
now hangs from the ceiling of the
terminal building at the Vero Beach,
VINTAGE AIRPLANE 15
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The Linco Flying Aces team featur ed such well-known pilots as Mike Murphy. In the years sur rounding World War II, people ocked to airshows,
and Cubs wer e often used for novelty per formances such as taking of f
and landing fr om a platfor m.
of 1935. The next Cub would be the
H-2. This model utilized a Szekely SR3-35 three-cylinder radial engine of
35 hp. This model was approved in
May of 1935, and again, only one was
built. All these models used virtually
the same airframe as the original E-2,
but the model differences were basically the engine installations. The
last E-2 was built in February of 1936.
The E-2 was the first Cub model to be
mass produced. A total of 348 were
built during the years 1931 to 1936.
During the latter half of 1935,
things were happening in the engi-
EAA ARCHIVES
EAA ARCHIVES
This optimistic factor y photo depicts a far mer loading up his Cub with
sacks of Dair y Feed. Still, it highlights the fact that the Cub has, for
over 75 years, often ser ved as the handy way to use a Cub to per form
work, or as a gr eat light airplane for quick jaunts into town fr om far- ung
ranches and far m strips.
work, and finding out that his original design work had been modified,
Taylor clashed with Piper. From the
beginning, the business relationship
between Taylor and Piper had never
been the smoothest. In December of
1935, the situation came to the point
where Piper bought Gilbert Taylors
shares of the company, and Taylor packed up and left the company.
Soon after, however, he started another company in Butler, Pennsylvania, known as the Taylor Young
Aircraft Co. He designed a two-seat,
side-by-side, high-wing airplane for
the lightplane market. Back at Bradford, the new model that had created
all the ill feelings and instigated the
breakup was now free for new chief
design engineer Walter Jamouneau to
do with as he and Piper desired. This
new model was still known as a Cub,
but the model designation was the
J-2. The changes amounted to such
items as a wider-stance landing gear
with redesigned shock struts and a
new wing design with rounded tips,
still using the non-Friese type ailerons. The new shape of the horizontal tail surfaces was a change, along
with the revisions to the rudder and
vertical stabilizer. The upper cabin
birdcage superstructure was faired
in to the aft fuselage turtledeck superstructure, creating a closed cabin
configuration. Changes were also
implemented on the engine cowling, windshield, cabin interior, and
engine installation. The first production J-2 was built in mid-December
of 1935, and thus the second model
of the famous Cub family went into
mass production.
Things were going quite well in
early 1937, with the exception that
the good-to-have problem of room
for expansion was becoming an issue.
The demand for airplanes was outgrowing the available room that was
needed for production.
Unfortunately, during the night
shift hours of March 16, 1937, a fire
started in the paint shop, and the factory was totally destroyed. Only 15
airplanes were saved. Very limited
production was continued a couple
days later, but it was realized that
16 JULY 2012
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what was left of the facility in Bradford could never be sufficient enough for the planned large-scale production. So a
search for a new location and better facility was begun. After consideration of some locations, in June an abandoned
silk mill factory in the small central Pennsylvania town
of Lock Haven was chosen. This new facility of 100,000
square feet was next to a railroad yard, and it was virtually already on an airport. The move was made, and the
J-2 went back into full mass production in July of 1937,
still under the Taylor Aircraft Corporation name. After the
major move and with Gilbert Taylor gone, a decision was
made to change the name of the company to the Piper
Aircraft Corporation. This name change became effective
November 1, 1937. No airplanes were built that day, but
one was built on November 2. The aircraft was J-2 serial
number 1937, with a registration number of NC20137.
This aircraft is attributed as being the first Piper Cub, and
it is now on display at the Steven F. Udvar-Hazy Center of
the National Air and Space Museum. The last J-2 was built
in May of 1938, after 1,158 were produced under the two
different company names.
As with any company that produces products, changes
for improvement are always underway. This was also true
at the Piper Company. As early as late 1936 some ideas for
improvements were tried on some J-2 aircraft. The next
newer, improved model to enter the Cub family would be
known as the J-3 Cub. The prototype of this new model
was built October 8, 1937, with serial number 1999, registered NC16792. Production began in early December
with serial number 2000, registered NC20000. The J-3 had
its share of improvements over the previous models with
increased gross weights, addition of balanced rudder, tail
wheel and brakes, further cabin improvements, change
of ailerons to the Friese type, and many choices of engine
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VINTAGE AIRPLANE 17
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were built at two manufacturing facilities: the main plant in Lock Haven and an assembly plant in Ponca
City, Oklahoma, which was a former
WWII training facility for British pilots. The last J-3 was built at the Lock
Haven plant in November of 1946,
and the last one built in Oklahoma
was in March of 1947.
There were several notable variations of the J-3, each designed to fit
customer needs. The J-3 was approved
for skis and floats to satisfy the civilian market, and it saw some use in the
military. It was adapted for the military field in many ways. The first of
these would be the 0-59 model, first to
be ordered in November of 1941. Next
would be the L-4A, with a greenhouse enclosure, first ordered in February of 1942, followed by the L-4B,
L-4H, and L-4J. All were utilized by the
U.S. Army Air Forces. The U.S. Navy
got into the act with the Model NE-1,
and NE-2 which was a modified L-4J.
The U.S. Army also expressed interest
in a glider version of the Cub, and so
Piper redesigned the Cub and made
a three-place, tandem-seated training
glider known as the TG-8 of which
253 were built in 1942 and 1943. All
in all, there were over 22,000 total of
the several variations of the J-3 built.
Truly the J-3 Cub is probably the
most popular, most recognized, and
most famous of any of the small airplanes ever built in the United States.
It is also the most supported aircraft
of any of the obsolete antique and
classic fleet. Much of this is attributed
to the efforts of current parts manufacturing companies like Univair
Aircraft Corporation and Wag Aero,
along with some smaller companies.
Modern-day aircraft manufacturing
companies like Cub Crafters Inc., Dakota Cub Aircraft Corporation, and
American Legend Aircraft Corporation wouldnt even be known if it
werent for the Cub, truly a piece of
American history.
Though 2012 is the birthday of
the J-3 model, it was followed by two
quite significant models and their
military derivatives. In March 1947
a new revised version of the J-3 went
into production in Lock Haven and
at the Ponca City plant. This new version of the Cub was known as the PA11 Cub Special. The model was the
answer to all the additional competition Piper had after the war, when
general aviation hit an all-time high
in popularity. The J-3 had been in production for 10 years by that time, and
the design was kind of wearing on.
So the Piper marketing and engineering team joined went together and
worked over the old J-3. A new closed
engine cowling was utilized, and new
low-drag lift strut sections were used,
along with new streamlined metal
shock cord fairings. The fuel tank was
moved from the forward cabin area
to the left wing, and its capacity was
enlarged from 12 to 18 gallons. The
interior of the cabin was changed by
adding a new instrument panel, installing metal side wall panels instead
of doped fabric, changing both the
pilot and passenger seat design, and
now that the fuel was moved to the
wing, the pilot would fly solo from
the front seat. The paint scheme was
changed to a blue and yellow design
for the 1947 and 48 models, and yellow and brown for 1949. A new Continental C90 engine was available
from mid-1948 until the end of production in November of 1949. A total
of 1,541 civilian PA-11s were built.
The military version of the PA-11 was
known as the L-18B, of which 105
were built for the U.S. Army.
In late 1948 the U.S. Army approached Piper to design a liaison/
training aircraft, similar to the PA11 but with some modifications the
Army wanted. Piper answered with
the design of the model known as the
PA-19 of which three were built as
prototypes. The basic difference was
the fact that the upper cabin structure
was made rectangular, and the front
tubing at the windshield opened upward into a V. The front spars were
shortened and the previous spar tunnel was eliminated, with the result
that forward visibility was greatly
improved. A swing-out type engine
mount was also implemented, and a
greenhouse enclosure was also part
of the design.
The military was very pleased
with the new model and began placing contract orders. The production
models of this military airplane were
known as the L-18C with a Continental C90, the L-21A with a Lycoming
0-290-D, and the L-21B with a Lycoming 0-290-D2 engine.
Piper soon realized that if the military was so interested in this new
model that the company would try
putting a civilian version on the market. Since the number 18 had just
come available with the cancellation of a previous program, this new
model would become the PA-18, and
it would be called the Super Cub.
What a very smart decision. With a
Continental C90 engine inside the
cowl, the PA-18 went into production in November of 1949. Shortly
after, the Lycoming 0-235-C1 engine
was added, creating the PA-18-105.
In 1951 the PA-18-125 was developed
with a Lycoming 0-290-D, and in
1952 the PA-18-135, with a Lycoming
0-290-D2, came out. It wasnt until the
1955 model year that the PA-18-150
was available with a Lycoming 0-320
engine. Piper also made a slightly
modified agricultural version of the
Super Cub with a model designation
of PA-18A. As with all the Cub family,
these aircraft were approved with skis
and floats. The PA-18 went out of production in Lock Haven, when the last
one was built in November of 1982
after 10,213 units were built during
a remarkable 33 years of production.
The PA-18 went back into production
at the Vero Beach, Florida, plant in
1988, after businessman Stewart Millar bought Piper and put the PA-18
back into production. A total of 113
aircraft were built there from 1988 to
1994. Its interesting to note that in
2009 the PA-18 Super Cub celebrated
its 60th anniversary.
Happy 75th Anniversary to the
PIPER CUB!
Clyde Smith Jr., known to Cub aficionados as the Cub Doctor, couldnt help
but come by his knowledge naturally; his
father, Clyde Smith Sr., was one of Pipers
original employees and was equally admired for his knowledge of the Cub and
willingness to share his expertise.
18 JULY 2012
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BOB WHITTIER
EAA 1235
Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this
series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!HGF
VINTAGE AIRPLANE 19
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Left, Manly radial engine powered Langleys 1903 Aerodrome plane. Center, Water-cooling system of a Salmson engine. Right, Detroit-built 50-hp Albatross
dates from 1910. Note wide fin spacing on cast semisteel cylinders.
Left, Anzani and others made fan type radials in early days. Center, seeking more power, 5- and even 7-cylinder fan engines were made. R.E.P. engine
shown. But smoother running afforded by equal intervals between cylinder firings soon led to adoption of real radial configuration as in Anzani at right.
20 JULY 2012
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Left, radial engine cams had varying number of lobes and turned at different speeds, depending on each engines design. Center, early magnetos had fixed
magnets and rotating coils; adoption of fixed-coil, rotating-magnet design improved reliability. Right, text explains reason for use of compensated timing
breaker pint cam shown here.
favorable heat conductivity of aluminum to make better air-cooled cylinder heads. This soft metal would
obviously never make acceptable valve
seats. Bristol Jupiter radials of the
early 1920s had machined steel cylinders with integral but unfinned heads.
The overhead valves thus seated on
durable steel. Finned cast-aluminum
caps called poultice heads were then
fitted over the steel cylinder heads to
pull out the heat. This involved problems with achieving and maintaining the close fit necessary for effective
heat transfer.
Much effort went into solving
problems of various metals different
expansion rates. A new alloy was developed to make lighter, more heatconductive aluminum pistons work
in steel cylinders. Everyone who has
worked on aircraft engines has seen
the name Lynite cast into aluminum parts. This alloy was developed
during the war to make possible the
manufacture of adequately strong pistons by the more versatile and reliable
permanent-mold process instead of
Radial engine connecting rods were attached to crankshafts in various ways. Left, some small engines
employed curved pads on connecting rods that mated with main bearing. Clamp rings held things together.
Center, split master rod big ends allowed use of one-piece crankshafts. Right, big engines used singlepiece master rods slipped onto two-piece crankshafts. Lower right, counterweights were sometimes attached with undersize bolts to allow them to yield with power impulses and reduce crankshaft flexing.
VINTAGE AIRPLANE 21
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22 JULY 2012
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of a fuel charge in this larger one releases much more heat which has to
be dissipated by the air-cooling fins.
The quest for more power from radial engines thus resulted in much
effort to devise ways of casting ever
more closely spaced and deeper cooling fins in aluminum cylinder heads.
For strength, Pratt & Whitney took
to using forged cylinder heads. These
came out of the forging process in the
form of large shapes devoid of fins.
A specially designed gang saw then
milled many closely spaced and deep
fins into the forgings. The largest radials built in the 1950s had 150 times
more fin area than did air-cooled engines of 1910.
However, a point can be reached
where fins are so close together that
they begin to radiate heat from one
to another, and it becomes difficult
to make air flow through the narrow
and very deep spaces between them.
Not even the most elaborate baffling
can help then. The laws of thermodynamics are inflexible, and it works out
that because of cooling limitations,
few aero engines have cylinder bores
much over 6 inches. Its true that big
marine and stationary engines have
larger cylinders, but they run at appreciably lower speeds than do aircraft engines.
That is why the quest for more
power led designers to develop tworow and finally four-row radials. If
you cant make your cylinders bigger,
then use more of them. The four-row,
3,000-hp radials had 28 cylinders.
When one looks at a cutaway specimen of one of these engines in a museum, one has to marvel at how large
teams of engineers, draftsmen, toolmakers, and production workers ever
managed to get so many parts to fit
together in such a small space.
Many early aero engines had intake valves that opened automatically
under the influence of atmospheric
pressure working against quite light
springs. This arrangement allowed
power to drop off substantially with
increasing altitude, so mechanically
operated intake and exhaust valves
became the accepted practice. Up
until the late 1920s most engines
cylinder heads and rocker arm housings could then be designed to coax
maximum cooling advantage from
the airflow.
Most radials had large, circular
valve-operating cams which had a
varying number of lobes and revolved
at varying speeds, depending on their
designs. The three-cylinder Szekely
and five-cylinder Kinner engines had
individual cams for each cylinder,
much resembling the camshafts seen
in todays four-cycle lawnmower engines. How a particular engine was
designed sometimes depended on the
manufacturing facilities available to
its maker.
Early aero engines often had hairpin type valve springs. These looked
and worked much like the springs
on common mousetraps. This design
positioned the coils well away from
cylinder head heat and lent itself to
short and therefore compact and light
valve stems. Then neater-looking volute springs became popular. They
were made by winding flat strips of
spring steel into cone-shaped spirals.
A straight coil spring made of round
wire will compress just so far before
closing up and therefore must be
made long enough to avoid this from
happening. Because of the stepped
positioning of its spirals, a volute
spring can be made short and compact and still not close up.
As wire metallurgy improved, the
type of coil spring now standard came
into general use. Partly for the sake of
keeping an engine going fairly well
should one valve spring break, its
common to use two springs, one positioned inside the other. Its also common to find that they are wound in
opposite directions. This is to relieve
the tendency of coil springs to apply
side-pressure to valve stems. Other
times it is to cope with spring surging problems. To handle the weight
of the large valves in big, fast-running
engines, three springs are often used.
Most early radials had the stems of
their inlet and outlet valves parallel to
one another, possibly a hangover from
rotary practice. The resulting smallish combustion chambers thus limited the size of valve heads. Because
VINTAGE AIRPLANE 23
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24 JULY 2012
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VINTAGE AIRPLANE 25
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Walter Hunter (in helmet and goggles) and his Travel Air 4000, NC 5241, which he purchased
May 6, 1930 from Robertson Airplane Service. The other gentleman is Albert Hunter. The child,
the son of Albert Hunter, is Herschel Hunter, who supplied many of the photos in this article.
The Hunter
Brothers
PART
A flying
family from
Sparta, Illinois
BY
ROBERT H. HAYES
26 JULY 2012
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6/28/12 8:41 AM
VINTAGE AIRPLANE 27
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28 JULY 2012
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VINTAGE AIRPLANE 29
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Vintage
Mechanic
THE
BY ROBERT G. LOCK
ILLUSTRATION 2
30 JULY 2012
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6/28/12 8:42 AM
Semicantilever wings date back to the earliest times of the airplane. In those days, brace cables wer
e used in lar ge
numbers to make a imsy str ucture rigid. Check out this photo of Gustav Tweers Grade-Eindecker monoplane in
1913. Look at all the brace wir es used to
keep the wings and landing gear in place! No
wonder these machines bar ely ew. Think of
the drag! One can associate semicantilever
wings with exter nal bracing that must be
used to suppor t the wings. If the wing
structure is cover ed with fabric, then brace
wires will be installed inside the wings to
brace the wing itself. Illustration 3 shows
Tweers strange-looking monoplane. Tweer
was an early stunt ier from Ger many, and
he must have landed the machine inver ted!
ILLUSTRATION 3
Or at least he tried to land inver ted.
Illustration 4 (Right) shows
the method of tramming a
semicantilever wing assembly using
a trammel. The drag/antidrag wir es
are adjusted to make opposing
points on the spars the same
length, thus ensuring that each bay
is squar e. If the str ucture is fabric
covered, brace wir es inside the wing
will hold spars rigid, but the wing will
be quite exible in twist. T ramming
is begun at the inboar d end of wing
progressing outboar d to the tip. The
wires ar e adjusted in length to bring
the cross-measur ement of points
equal. Then the wir es ar e tightened
to a pr ecise tension. Thus, when
the str ucture is cover ed with fabric,
wash-in or washout in the wingtip
can be easily adjusted. W ash-in is
to increase angle of incidence at the
tip, and washout is to take out angle
of incidence at the tip. T o make
the wing rigid, str eamlined steel
or aluminum str uts or str eamlined
wires ar e used.
ILLUSTRATION 4
polyfiber.com
information@polyfiber.com
800-362-3490
Vintage July2012.indd 33
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ILLUSTRATION 5
ILLUSTRATION 6
Illustration 7 (right) shows one of the
earliest examples of a monocoque fuselage
and a cantilever wing and tail on a ver y
fast airplane, a Lockheed V ega owned by
wealthy Los Angeles entr epreneur Earle C.
Anthony. He owned a Packar d dealership
and clear channel radio station KFI, which
I listened to when gr owing up in the Los
Angeles ar ea in the 1950s.
ILLUSTRATION 7
32 JULY 2012
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VAA Chapters
Visit the VAA chapter nearest you and get to know some great old-airplane enthusiasts! You dont need to
be a pilot to join in the fun, just have a love of the great airplanes of yesteryear.
CALIFORNIA
INDIANA
OHIO
CALIFORNIA
KANSAS
CAROLINAS, VIRGINIA
Walnut Cove, NC, VAA 3
Meeting: Contact President
Susan Dusenbury, President
Phone: 336-591-3931
E-mail: sr6sue@aol.com
www.VAA3.org
Spring Vintage Fly-In
Roxboro, NC
Fall Vintage Fly-In
Camden, SC
FLORIDA
Lakeland, FL, VAA 1
Meeting: Contact President
Kim Capozzi, President
Phone: 352-475-9736
E-mail: mx180a@aol.com
Website: www.FSAACA.com
ILLINOIS
Lansing, IL, VAA 26
Meeting: Contact President
Peter Bayer, President
Phone: 630-922-3387
E-mail: c180bayer@yahoo.com
LOUISIANA
New Iberia, LA, VAA 30
Meeting: 1st Sun., 9:00 a.m.
LeMaire Memorial
Airport Hangar 4
Roland Denison, President
Phone: 337-365-3047
E-mail: vaa30@cox.net
MINNESOTA
Albert Lea, MN, VAA 13
Meeting: 2nd Thurs., 7:00 p.m.
Albert Lea Airport FBO
Charles Sandager, President
Phone: 507-377-9405
E-mail: sandager@usfamily.net
OHIO
Delaware, OH, VAA 27
Meeting: 3rd Sat. 8-10AM, May
thru Sept.
Delaware Municiple Airport (DLZ)
Terminal Building
Woody McIntire, President
Phone: 740-362-7228
E-mail: wjmcintire@cs.com
Website: www.EAAdlz.org
OKLAHOMA
Tulsa, OK, VAA 10
Meeting: 4th Thurs., 7:00 PM
Hardesty South Regional Library
No meetings in July, Nov. & Dec.
Joe Champagne, President
Phone: 918-257-4688
Email: geeimjoe@yahoo.com
TEXAS
Spring, TX, VAA 2
Meeting: 4th Sun., 2:00 PM
David Wayne Hooks Airport
(KDWH)
Fred Ramin, President
Phone: 281-255-4430
Email: fredramin@sbcglobal.net
WISCONSIN
Brookfield, WI, VAA 11
Meeting: 1st Mon., 7:30 PM
Capitol Drive Airport Office
Don Hyra, President
Phone: 262-251-1778
Email: phs1@wi.rr.com
Want to Start a VAA Chapter?
Its easy to start a VAA chapter. All you
need to get started is ve Vintage enthusiasts. Then contact the EAA Chapter
Oce at 920-426-6867 or chapters@
eaa.org to obtain an EAA Chapter Starter
Kit. EAA has tools to help you get in
touch with all your local Vintage members, and theyll walk you through the
process of starting a new chapter.
TO VIEW OTHER EAA CALENDAR EVENTS
OR TO ADD YOUR EVENT TO THE EAA WEB
CALENDAR GO TO http://www.eaa.org/
calendar/
VINTAGE AIRPLANE 33
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Vintage
Instructor
THE
34 JULY 2012
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CONTACT US TODAY!
TOLL FREE: TEL: FA X:
SALES: VDOHV#VXSHU IOLWHFRPWEB: Z Z ZVXSHU IOLWHFRP
Scan this QR code with your smartphone
or tablet device to view our complete line
RIIDEULFVWDSHVDQGQLVKHV
VINTAGE AIRPLANE 35
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by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane comes to us from the
Cedric Galloway collection of the EAA Library.
You can also send your response via e-mail. Send your
answer to mysteryplane@eaa.org. Be sure to include your
name plus your city and state in the body of your note
and put (Month) Mystery Plane in the subject line.
36 JULY 2012
Vintage July2012.indd 38
6/28/12 8:44 AM
AERO CLASSIC
COLLECTOR SERIES
Vintage Tires
New USA Production
Show off your pride and joy with a
fresh set of Vintage Rubber. These
newly minted tires are FAA-TSOd
and speed rated to 120 MPH. Some
things are better left the way they
were, and in the 40s and 50s, these tires were perfectly in
tune to the exciting times in aviation.
Not only do these tires set your vintage plane apart from
the rest, but also look exceptional on all General Aviation
aircraft. Deep 8/32nd tread depth offers above average
tread life and UV treated rubber resists aging.
First impressions last a lifetime, so put these jewels on and
bring back the good times..
New General Aviation Sizes Available:
www.desser.com
VINTAGE AIRPLANE 37
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received U.S. Patent No. 1,714,847 Internal Combustion Engine on 28 May 1929). Two opposite pistons were
linked by connecting rods connected to the other two adjacent pistons, all pistons being linked in series. Thus, when
the opposite piston moved out, the other two adjacent pistons moved in. This arrangement drove a figure eight
(twin lobe) cam, with rollers on each lobe. This halved the
necessary rpm to obtain a given horsepower; in effect, a
propeller reduction system was inherent in the design, as
each piston had two strokes per revolution. Hence, the propeller rpm was much lower and necessitated a propeller of
much greater diameter, as is shown in the available photos
of Caminez installations. Flight (Fairchild-Caminez Activities. September 22, 1928, page 1002) states that the
Fairchild-Caminez Engine Corporation had already built
a small four-cylinder 80-hp engine and a larger eightcylinder engine, both of which are stated to have flown.
These, of course, were different designs related to the 447.
At that time, the Fairchild Manufacturing Corp. is said to
have just purchased the minority stock from Harold Caminez (chief engineer) and Leon Caminez. David Caminez
(treasurer), along with Harold, resigned from the company
when it was purchased by Fairchild.
Production Caminez 447s sold for $2,480 and consumed 7.5 gph (0.55 pound/hp/hour; oil consumption
was 0.035 pound/hp/hour) at cruise power (900 rpm was
cruise, max rpm was 1,050, and at this rpm, produced
140 hp). The bore of the 447-C was 5.625 inches, and the
stroke was 4.5 inches. The dry weight was 350 pounds,
without starter. The overall height was 36 inches, and
the length was 35 inches. The Model 447-C utilized twin
Scintilla magnetos, a single Stromberg carburetor, and an
Eclipse starter. The single intake and exhaust valves in
each head were operated by conventional pushrods, driven
by an internal cam system. Crated for shipment, the Model
447-C weighed 775 pounds. (Aviation. Manufacturers
Specifi cations on Engines Available for Commercial
Use Compiled by Aviation. March 26, 1928, page 790).
Other correct answers were received from Mike
Schulz, Norfolk, Nebraska; Joe Pribilo, Santee, California; Wayne Muxlow, Minneapolis, Minnesota; and
Tom Lymburn, Princeton, Minnesota.
38 JULY 2012
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short days. Many thanks to the Denver group of B-17 volunteers, the
quick and always supportive leadership of EAA, the Wings Over the
Rockies organization, and Signature
Flight Support at Centennial Field
for its critically important support
during this event. You are all amazing individuals, and you make me
proud to be a member of EAA.
VINTAGE
TRADER
S o m e t h i n g t o b u y,
sell, or trade?
Classified Word Ads: $5.50 per 10
w o rd s , 1 8 0 w o rd s max i m u m , w i t h
boldface lead-in on rst line.
Classified Display Ads: One column
wide (2.167 inches) by 1, 2, or 3 inches
high at $20 per inch. Black and white
only, and no frequency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date (i.e.,
January 10 is the closing date for the March
issue). VAA reserves the right to reject any
advertising in conict with its policies. Rates
cover one insertion per issue. Classied 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 Classied Ad Manager, P.O.
Box 3086, Oshkosh, WI 54903-3086.
MISCELLANEOUS
SERVICES
Always Flying Aircraft Restoration, LLC:
Annual Inspections, Airframe recovering,
fabric repairs and complete restorations.
Wayne A. Forshey A&P & I.A. 740-4721481 Ohio and bordering states.
ENGINES
What
W
hat OOur
ur M
Members
embers Are Restoring
Are you nearing completion of a restoration? Or is it done and youre busy flying and
showing it o? If so, wed like to hear from you. Send us a 4-by-6-inch print from a commercial
source (no home printers, pleasethose prints just dont scan well) or a 4-by-6-inch, 300dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is ne. You can
burn photos to a CD, or if youre on a high-speed Internet connection, you can e-mail them
along with a text-only or Word document describing your airplane. (If your e-mail program
asks if youd like to make the photos smaller, say no.) For more tips on creating photos we can
publish, visit VAAs website at www.VintageAircraft.org. Check the News page for a hyperlink to
Want To Send Us A Photograph?
Vintage July2012.indd 41
6/28/12 9:09 AM
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
Treasurer
Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555
608-592-7224
lodicub@charter.net
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
aaflagship@gmail.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com
Gene Chase
8555 S. Lewis Ave., #32
Tulsa, OK 74137
918-298-3692
DIRECTORS
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
920-426-6110
DIRECTORS EMERITUS
Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262-966-7627
sskrog@gmail.com
Robert D. Bob Lumley
1265 South 124th St.
Brookfield, WI 53005
262-782-2633
rlumley1@wi.rr.com
S.H. Wes Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771-1545
shschmid@gmail.com
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pathwaynet.com
Charles W. Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
John Turgyan
PO Box 219
New Egypt, NJ 08533
609-752-1944
jrturgyan4@aol.com
Ron Alexander
118 Huff Daland Circle
Griffin, GA 30223-6827
ronalexander@mindspring.com
ADVISORS
Joe Norris
tailwheelpilot@hughes.net
920-688-2977
Membership Services
Directory
Tim Popp
60568 Springhaven Ct.
Lawton, MI 49065
269-624-5036
tlpopp@frontier.com
EAA
Membership in the Experimental Aircraft Association,
Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is an additional $10 annually. All
major credit cards accepted for membership. (Add $16 for
International Postage.)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in United
States dollars. Add required Foreign Postage amount
for each membership.
Membership Services
MondayFriday, 8:00 AM6:00 PM CST
Join/Renew800-564-6322 membership@eaa.org
EAA AirVenture Oshkosh
www.airventure.org
888-322-4636
airventure@eaa.org
920-426-4843
920-426-6880/4815
airacademy@eaa.org
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EAA Scholarships
920-426-6823
scholarships@eaa.org
Library Services/Research
920-426-4848
slurvey@eaa.org
800-654-2200
membership@eaa.org
920-426-4825
vintage@eaa.org
VAA Oce
920-426-6110
tbooks@eaa.org
40 JULY 2012
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6/28/12 8:45 AM
Come Visit Us
Ta k e F l i g h t w i t h F o r d a t A i r Ve n t u r e
Steve Miller Band Concert: Monday
7:00PM next to the Ford Hangar
Fly In Theater: Nightly Sunday
Saturday 8:30PM @ Camp Scholler
Great Escape : Ride the 5-story ferris
wheel adjacent to the Ford Hangar
Fusion EcoBoost Launch: the
extreme bungee launch
Vintage July2012.indd 43
6/28/12 8:46 AM
Vintage July2012.indd 44
6/28/12 8:46 AM