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NOVEMBER 2012

Cranberries,
Whirlybirds,
and a WACO

AirVenture Photo Coverage


Hall of Fame Inductee
Clyde Smith Jr.

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A I R P L A N E
Vol. 40, No. 11

2012

NOVEMBER

CONTENTS
2

Straight and Level


Moving forward at the VAA
by Geoff Robison

3 News
4

Friends of the Red Barn


Thank you for your generous donations

5 The Vintage Instructor


Wind: When is it too much?
by Steve Krog, CFI

8 AirVenture 2012
Photo Wrap-up

16 Cranberries, Whirlybirds, and a WACO

STEVE CUKIERSKI

Vintage member profileJoe Norris


by Jim Busha

24

This Doctor Still Makes House Calls


2012 Vintage Aircraft Association Hall of Fame inductee
Clyde The Cub Doctor Smith Jr.
by Jim Busha

30 Type Club Corner


The Swift Museum Foundation
2012 National Convention/Fly-In
by Izzie Kientz

34

The Vintage Mechanic


Aircraft fabric covering, Part 4
by Robert G. Lock

38

24

Mystery Plane
by H.G. Frautschy

39

Gone West
Everett Cassagneres

40

Classifieds

For missing or replacement magazines, or


any other membership-related questions, please call
EAA Member Services at 800- JOIN-EAA (564-6322).

ANY COMMENTS?
Send your thoughts to the
Vintage Editor at:
jbusha@eaa.org

COVERS
FRONT COVER: Member Joe Norris ies his Waco above a beautiful
Wisconsin backdrop. Photo by Jim Koepnick.

BACK COVER: Jim Koepnick captures Sarah Wilson at the controls of


her Jimmie Allen Junior Speedmail. Look for Sarah and her airplane at
Airventure 2013.

VINTAGE AIRPLANE 1
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STRAIGHT & LEVEL


Geoff Robison
EAA #268346, VAA #12606
president, VAA

Moving forward at the VAA

h my gosh, its November


already? Its really hard to
believe that old man winter is already poking his
nose under the hangar door. My hangar attire has already had to be modified from T-shirts and shorts to jeans
and long pants. The Harley is already
neatly tucked away under its dust
cover and moved over to a corner of
the hangar. The wheelpants have been
removed, and the winterization kits
for both of my flying machines have
already been installed. Could we be so
lucky to experience yet another mild
winter here in the Midwest? Doubtful,
I would guess.
As I reflected in last months column, your organization has been busy
executing on a good number of internal processes that are intended to
maintain and even improve upon our
communications initiatives with our
members. As previously stated, with
the departure of H.G. Frautschy, we
immediately became concerned with
our ability to respond to the members
who have technical questions that require guidance and recommendations
on how to keep our old f lying machines serviceable. This was the one
issue that we have never had to deal
with when H.G. was at the helm. These
responsibilities have now been enthusiastically adopted by our very capable VAA Director Joe Norris. Joe is our
designated go-to guy who will respond
to any technical questions you may
have. You can feel free to contact Joe
through the VAA office at EAA headquarters by simply leaving a message
with our Executive Assistant Teresa
Books, and she will have Joe contact
you directly. Or if you prefer to contact Joe directly, you can e-mail him at

tailwheelpilot@hughes.net. I am confident that you will find Joes assistance


enlightening as well as invaluable.
Thanks again for stepping up, Joe.
Another initiative we have recently
executed on is the VAA boards longterm goal of improving on and stepping up our official communications
between this organization and our Vintage chapters. This too is a critical function whereby we hope to better serve
those members who are engaged in VAA
chapters, and to also promote growth
in the number of chapters we currently
have on board. This work requires us to
have someone engaged who is creative
and forward thinking and can generate real enthusiasm for VAA members to start their own local chapters,
and then provide them with whatever
guidance and assistance is necessary
to file the appropriate application. After some very careful consideration,
and half a bottle of cheap Scotch, I was
able to successfully recruit VAA board
member Jerry Brown to take on this
responsibility. Actually, Jerry was quite
excited to be asked to perform these
tasks on behalf of your organization.
So, all you current chapter leaders and
future chapter officers can now feel free
to contact Jerry through our VAA office as stated above, or you could contact Jerry directly through his e-mail
address at lbrown4906@aol.com. Thanks
for stepping forward, Jerry. I really appreciate your enthusiasm for this critical assignment.
Our local Vintage Chapter 37 recently lost a dear friend and longtime
VAA member who struggled valiantly
but lost his battle with cancer. Ballard Leins, age 81, VAA 719280, EAA
3697, passed away on Sunday, August
26, 2012. Ballard lived in Auburn, In-

diana, and f lew for United Airlines


for 36 years. He was a veteran of the
United States Air Force and served
during the Korean War. He was an avid
aviator and a homebuilder who had a
real penchant for old tractors and vintage flying machines. He is survived
by his loving wife, Mary, and a large
family that included six grandchildren.
Ballards participation at the chapter
house, his generosity, and his gentlemanly demeanor will be sadly missed
among our membership. Blue skies,
my friend!
On a lighter note, I want to send
out a special invite to our membership
to join us in Oshkosh on December 14
for the annual Wright Brothers Celebration of Flight dinner and program.
The guest speaker that evening will be
Frank Christensen who developed and
introduced the Christen Eagle II at the
EAA convention in 1977. Since that
time more than 1,000 Christen Eagles
have been built. The Christen Eagle I
is the aircraft that was adopted by the
famed Eagles Aerobatic Team made up
of Tom Poberezny, Gene Soucy, and
the late Charlie Hillard. I hope to see
you there!

VAA is about participation:


Be a member! Be a volunteer!
Be there!
Lets all pull in the same direction for the overall good of
aviation.
Remember, we are better together. Join us and have it all.
Come share the passion!

2 NOVEMBER 2012

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NEWS
Art Morgan Flightline Volunteer of the Year 2012

Art Morgan Behind-the-Scenes Volunteer of the Year

Steve Glenn

Wayne Wendorf

by Pat t y Dorl ac

by Michael Blo mbach

Steve Glenn has been


at AirVenture since 1988.
He comes from Trussville,
Alabama, with his wif e,
Esther, and their four children, ages 13, 10, 8, and 4.
His story starts like a lot
of other dedicated AirVenture attendees. His first
Geo Robison & Steve Glenn trip was with his parents,
he brought a girl the next
timemarried herhad four children (okay, so there
the similarities end!), and he continues to come every
year, bringing the entire family! The part I like best is
where they saw the Volunteer with Vintage sign and
joined us!
Steve was first drawn to Vintage because he had always loved old planes. He says that he was in a three-foot
hover after a day walking around the flightline. He continued to volunteer with Vintage because of the people
he works with every year. His early years of camping were
behind Sallys Alley where the volunteers officially roped
him in! Steve has worked with Randy Hytry at Point Fondy
since day one. He has mastered parking large aircraft and
riding the scooter over terrain that challenges a Tundra
Cub. Whether he is parking planes or running point, Steve
always has time to share a story or a joke, and his good humor has helped many of us through a long, hot day!
Nicknamed Antique Tower because two pilots mistook his friendly gesture to continue down the taxiway
as having been granted permission to take offand even
having one somewhat overwhelmed pilot land on his
taxiway, Steve claims that events like these are a thing
of the past. Needless to say, once you earn a nickname in
Vintage, you never lose it!
Steve says that he thinks the people in Vintage are the
best people in the worldwho put up with him no matter what. We are grateful that Steve continues to come to
Oshkosh, dividing his vacation time between the family
and the flightline. He now attends Oshkosh with Esther,
their three boys and one daughter in tow, and relishes
the wonderful tradition they have settwo weeks in a
camper with the family, no TV or video games, just airplanes and friends and a chance to meet people from all
over the world.

In 2005 Wayne Wendor f showed up f or our


April work weekend.
Wayne is the assistant
manager of buildings
and g rounds at H amilton School District, Sussex, Wisconsin. The next
year he helped design and
build the canopy over the
Wayne Wendorf & Geo Robison
entranceway to the sales
side of the Red Barn. In 2007, VAA decided to build
the Tall Pines Cafe, and Wayne was there for every
work weekend to help.
In 2008, we were asked to build an extension to
the back of the sales area of the Red Barn. We could
not expose the inside of the building to the weather.
Wayne offered his advice as to how to accomplish this.
He suggested getting the concrete poured first, building the outside walls and installing the roof, and then
cutting out the old existing wall. He helped in the
design process, and his suggestions worked perfectly.
At the end of A irVenture 2008, there was talk
about building the Vintage Hangar for the type clubs
and metal shaping. The building would be commercially built, and the Vintage volunteers would install
the electrical and build four rooms: the volunteer
center, the data processing office, the presidents
office, and a conference room. Wayne said, We can
get it done. He volunteered to be in charge of the
construction, and Al Hallett volunteered to be in
charge of installing the electrical service. In April
the work started. Wayne and the other volunteers
worked the three monthly work weekends and about
six more weekends. In late June we were ready for
AirVenture 2009.
Wayne is always ready to help. He is willing to work
or to lead. He has volunteered almost 150 hours each
year for the last five years. The Construction and
Maintenance Committee, on which he volunteers,
meets every month to plan and organize our work
weekends for the following year.
Congratulations and thank you, Wayne. VAA is
honored to recognize you as the Behind-the-ScenesVolunteer of the Year for 2012.
VINTAGE AIRPLANE 3

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STEVE CUKIERSKI

Friends of the Red Barn 2012

Thank you for your generous donations!


Diamond Plus Level
Walter Ahlers
Charles W. Harris
Robert Bob Lumley
Robert Schjerven
Sylvester H. Wes Schmid
Diamond Level
Jonathan and Ronald Apfelbaum
Jerry and Linda Brown
Ken and Matthew Hunsaker
Richard and Sue Packer
Bill and Saundra Pancake
Swift Museum Foundation
Platinum
Drew Hoffman
Earl Nicholas
Michael Wotherspoon
Gold
Raymond Bottom
John W. Jack Cronin Jr.
James Gorman
Mark and MariAnne Kolesar
Arthur P. Loring Jr.
David Smither
Tom Wathen
Mid Shore Communities
Silver Level
Ronald R. Alexander
Charles B. Brownlow
Dave and Wanda Clark
Tom and Carolyn Hildreth
Peter Jansen
John Kephart
Joseph Leverone
Bill and Sarah Marcy
Larry Nelson
Roger P. Rose
Carson E. Thompson
Dwayne and Susan Trovillion
Edward R. Warnock

Bronze
Lloyd Austin
Tom Baker
Ret. Lt. Col. Hobart Bates
Dennis and Barbara Beecher
Cam Blazer
Logan Boles
Gary Brossett
Thomas Buckles
Charles W. Buckley
Robert Busch
Steven Buss
Geoffrey Clark
Sydney Cohen
Robert Dickson
Dan Dodds
David G. Flinn
Jerry L. Ford
H.G. Frautschy
Red Hamilton
E.E. Buck Hilbert
Barry Holtz
Richard A. Kempf
Dan and Mary Knutson
Marc A. Krier
Lynn and Gerry Larkin
Ballard Leins
Barry Leslie
Gerald Liang
Charles R. Luigs
Thomas H. Lymburn
Gene Morris
Lynn Oswald
Steven and Judith Oxman
Sandra L. Perlman
Pfizer Foundation
Dwain Pittenger
Tim and Liz Popp
Robert A. Porter
Ron Price
Jerry Riesz
Eugene Rogers
John W. Rothrock Jr.
Raymond Scholler

Jeffrey L. Shafer
Bob Siegfried II
David Smith
Dean Stoker
Carl and Pat Tortorige
Thomas P. Vukonich
Bob and Pat Wagner
Donald Weaver
Mark Weinreich
Jan Wolfe
Daniel Wood
Brian Wynkoop
Supporter
Noble L. Bair
Jess W. Black III
Theresa Books
Charles Burtch
Camille M. Cyr
Geff Galbari
Arthur Green
Frank Hargrove
Walter Kahn
Pete Karalus
John Koons
James R. Lockwood
John Montmorency
Harry P. Mutter
John S. OCallaghan
George G. Parry
Charles G. Pearcy
Keith Plendl
Peter Sherwin
Roger N. Thiel
James A. Tibbets
C.G. Dino Vlahakis
Frederick Walatka
Frederick Weaver
Duane Wething
Michael Williams

4 NOVEMBER 2012

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Vintage
Instructor
THE

BY Steve Krog, CFI

Wind: When is it too much?

Are

we going to fly today? Isnt it too


windy to fly, a student asked recently. I responded, No, it isnt
too windy. Why wouldnt we?
I wouldnt even think about flying in this wind, the student added. I explained, What if you departed early some
calm morning, only to return to your home airport and find
that the wind was really blowing? Thats why were going to
fly today and gain some experience in windy, turbulent, and
crosswind conditions.
But, when is it too windy? Would you fly if you knew you
would have to deal with a 30-degree by 12-knot crosswind?
How about a 45-degree by 15-knot crosswind? What if it
was only a 10-degree crosswind but the wind was 18-20

knots? How would you go about making the decision to fly


or not fly?
Some may say no problem, while others wouldnt bother
opening the hangar door.
Far too many of us have become fair weather pilots.
If the windsock is moving, its too windy to fly! Though we
were given a fair amount of crosswind training while earning a certificate, many of us didnt really keep up with the
required skill level for safely handling crosswinds. Consequently, what once may have given us a slight stomach
twinge has now grown into a full-blown twisting, churning
stomach cramp just thinking about landing in a crosswind.
I recall a personal situation a number of years ago. I
had just acquired an airplane in which I had ver y little

BRADY LANE

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experience, and it had a reputation for poor handling


in crosswinds.
Thus, I only flew it when the wind was either calm or
was directly down the runway. During the day while sitting in my office, Id frequently daydream about flying the
airplane and tell myself, Tonight Im going to do some
crosswind landings in it. By days end and while driving to
the airport, a huge stomach cramp would develop. My confidence gone, I would give in to my inner fear. This practice
went on for a month or more until I finally got mad at myself. I started out doing some light crosswind landings on a
wide turf runway. My pre-established goal each day was to
make six crosswind landings before putting
the airplane away. As the number of landings
increased, my self-confidence increased and
the stomach churning monster became a peanut-sized twitch, which I accepted as nothing
more than my inner self telling me to be on
my toes while making crosswind landings.
There is nothing wrong with having a built-in
safety alert when one flies airplanes!
How Can We Alleviate This Fear? How
Much Wind Is Too Much?
Given the fact that we are flying similar
aircraft, what may be too much wind for one
pilot may be nothing more than a light breeze
for the next. Much more depends on proficiency rather than on currency. One can go
out and make three marginal takeoffs and
landings every 90 days and be legally current.
But does that make one proficient? Absolutely not, especially with crosswinds!
Many of us dont really know the tr ue
crosswind capabilities of the air plane we
regularly fly. One might first research the
published information about the airplane
and try to determine what the factory stated
as the maximum crosswind component for
the aircraft. Then calculate what the crosswind component is for todays conditions.
And finally, give serious but candid thought
to your own experience with crosswinds, especially recent experience.
Many of the vintage airplanes we fly for
pleasure today have very limited printed information available. During the late decade of the 40s,
when many of these airplanes were built, the manufacturers didnt publish any crosswind limitations. At that time
many of the general aviation airports were nothing more
than a quarter-section of land with hangars located around
the perimeter and a windsock in the middle of the open
field. All one needed to do to make a safe landing was check
out the windsock and then land into the wind somewhere
on the open field.
Today we have paved runwaysand crosswinds! Procedures for taking off and landing have to be changed to deal

with these winds to prevent adventurous off-runway rides


through the tall grass, runway lights, and drainage ditches.
So, lets first take a look at crosswind components. Most
all airplanes built in the 1940s and even into the 1950s
didnt publish a crosswind component limit. Thus, well
turn to the standard method for identifying this number.
The crosswind component for most any given standard category airplane is: Crosswind component = .2V SO or more
simply 20 percent of stall speed. This number provides us
with the maximum crosswind at 90 degrees to the runway.
If youre flying a J-3 Cub with a stall speed of 37 mph, the
maximum crosswind at 90 degrees will be about 7-8 mph.

Once we have determined the approximate maximum


crosswind component, we can then refer to the standard
crosswind component chart to calculate the crosswind for
any given day and wind condition. If this chart isnt readily
available, the following set of fractional numbers can also
be used to determine the crosswind component for the day.
These rules of thumb are as follows:
wind angle 10 degrees off runway heading the crosswind component = 1/6 of the wind strength.
wind angle 20 degrees off runway heading the cross-

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One can go out and


make three marginal
takeos and landings
every 90 days and be
legally current. But
does that make one
procient?
wind component = 1/3 of the wind strength
wind angle 30 degrees off runway heading the crosswind component = 1/2 of the wind strength
wind angle 40 degrees off runway heading the crosswind component = 2/3 of the wind strength
wind angle 50 degrees off runway heading the crosswind component = 5/6 of the wind strength
wind angle 60 degrees or greater off runway heading
the crosswind component = surface wind strength
As an example, lets say the wind is 30 degrees off runway heading at 15 mph. The crosswind component will be
7.5 mph. (15 x .5 = 7.5).
Would you be comfortable practicing takeoffs and landings with this wind condition? Maybe not. But in a few
days, after some confidence-building practice, this crosswind wouldnt cause you any concern.
We have the luxury of two grass runways at my home
airport. One is 200 feet wide and 2,000 feet long, while the
other is 75 feet wide and 3,000 feet long. When teaching

crosswind landings I like to start crosswind work on the


wide runway if possible, as the turf is not only quite forgiving, but also wide enough so that I can let the individual
wander left or right without doing any damage to the airplane or his or her ego. With repetition most individuals
will rapidly improve.
You may not have the luxury of two turf runways at your
airport, but is there another airport fairly near where you
could practice some crosswind landings?
During the past week Ive had the pleasure of flying with
three individuals who are working on a tailwheel endorsement. All made the same mistake when we transitioned to
a hard surface runway. So, I would like to make one cautionary statement: If the airplane drifts left or right of the
centerline, dont try to bring the plane back to the centerline. Rather, straighten out the takeoff or landing roll and
continue on a straight line. I find a lot of pilots will tr y to
get back on the centerline, only to overcorrect and begin a
series of runway S-turns.
Another exercise I do personally and try to get all students to do the same, once in position on the r unway prior
to takeoff, pause for a few seconds, take a deep relaxing
breath, and think about what effect the crosswind is going to have on the airplane. For example, if dealing with a
30-degree crosswind from the left, anticipate the need for
more right rudder than usual, especially as the tail comes
off the ground. The tail is a big flat surface. The crosswind
will strike the tail forcing it to the right and the nose to the
left, thus causing the need for more than the usual amount
of right rudder.
Safe crosswind takeoffs and landings should not be
feared, provided we as pilots get out and practice them from
time to time. Youll gain self-confidence while becoming a
better and safer pilot.

BRADY LANE

VINTAGE AIRPLANE 7

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2012

STEVE CUKIERSKI

STEVE MOYER

AirVenture
Photo wrap-up
8 NOVEMBER 2012

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1929 Fleet Model 2

CHRIS HIBBEN

STEVE CUKIERSKI

STEVE
CUKIER
SKI

CHRIS MILLER

VINTAGE AIRPLANE 9

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CHRIS HIBBEN

STEVE CUKIERSKI

Mooney Mite

H.G. Frautschy and Director Steve Krog


10 NOVEMBER 2012

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1928 Buhl Air Sedan


H.G. FRAUTSCHY

Georgia Schneider

CHRIS MILLER

STEVE CUKIERSKI

PHIL HIGH

VINTAGE AIRPLANE 11

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STEVE CUKIERSKI

CHRIS HIBBEN

1937 Waco YKS-7

Director Jeanne Hill

12 NOVEMBER 2012
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STEVE MOYER

Judges

CHRIS HIBBEN

CHRIS HIBBEN

STEVE MOYER

MIKE STEINEKE

STEVE CUKIERSKI

Tiany VanRoy, Abbie Carr, and Sue Lloyd

CHRIS HIBBEN

Barry and Sandy Perlman

VINTAGE AIRPLANE 13
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RUSS MUNSON PHOTOS

Laird Speedwing

14 NOVEMBER 2012

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RUSS MUNSON PHOTOS


PHIL HIGH

VINTAGE AIRPLANE 15

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CHRIS HIBBEN

or most of my life I have


been concerned with facts.
I guess it comes from my
day job as a detective. Just
the facts, maam, like Detective Joe Friday used to
say. (I prefer something a bit more
modern, though, but thats another
story.) I like to stick to the facts when
I interview airplane people, too, especially the ones that have been around
awhile. And just as I am sure the sun
will come up in the east and set in the
west, I can assure you this one simple

Cranberries,
Whirlybirds,
and a WACO
fact about Joe Norris (EAA Lifetime
Member 113615, VAA Lifetime 5982):
He has never met an airplane he didnt
likeperiod.

Crop Duster Influence

Growing up in northern Wisconsin,


near Wisconsin Rapids, Joes family
farm was mostly underwaterand his
mother and father were all smiles because of it.
My father, Alex, had been a cranberry farmer for a long time, Joe said.
The one thing I remember is the sight

and sound of that big , noisy Stearman crop duster that would spray our
fields. The pilots name was Jim Miles
of Hartford, Wisconsin, and after a hot
day of spraying he would come over
to our house and eat watermelon and
tell airplane stories. As a kid I hung on
every word he said.
By the time Joe had entered his
teen years he had already been aff licted with the air plane disease.
Jim took Joe to his first E AA convention in Oshkosh in 1970, and by
1976 Joe became a member of EAA.

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Vintage member profile


Joe Norris
by Jim Busha
JIM BUSHA

Two years later he became a private


pilot. At Jims encouragement he began to build a Sonerai II project in
1980. Building came easy for Joe. After all, he was a farm kid, and turning
wrenches for him was a natural occurrence. Although he liked the mechanical aspect of it, he also loved to fly. By
the time Joe was a sophomore in high
school, his father had passed away. Joe
began to work the cranberry farm with
his mother, but he always kept one eye
on the sky and vowed he would buy an
airplane someday.

Airplanes and Whirlybirds

In 1979 Joe bought his first


airplane, a Piper Tri-Pacer, and although it was a thing of beauty t o
him, there were others that formed a
different opinion.
The Tri-Pacer had fairly good fabric, he said, but because it sat outside
it was rather sun-faded. When I got it
back home and taxied it in, the local
mechanic came out to give it a look. He
stood in front of it, scratched his head,
and then rubbed his jaw slowly before
saying, I thought you said it hadnt

been in a fire?
I guess beauty is in the eye of the
beholder! I f lew that airplane for a
couple of years before I got the itch
to swap the nose wheel to the back.
I had always thought that the tailwheel airplanes like the Stearmans,
Cessna 170s, and the fighters from
World War I and II wer e cool airplanes. So I thought the only way to
be cool was to be a tailwheel pilot.
Either I was going t o sell the TriPacer or convert it into a Pacer. I decided to keep it and made it into a
full-fledged cool taildragger!
Joe piled on over 200 more hours
before his wife, Jeri, wanted in on his
fun. Jeri eventually earned her private
pilot certificate in a J-3 Cub under the
tutelage of instructor John Hatz of
Gleason, Wisconsin.
Jeri loved to fly as much as me, so
we went shopping for a Cub, Joe said.
We ended up buying a J-5 instead
because it was too good of a deal to
pass up. We did a lot of f lying in our
his and hers Piper classics before the
new airplane itch got me. Eventually
I ended up selling the Pacer and the
J-5 because I wanted a Cessna 180.
Long story short, I bought a 180, finished the Sonerai, sold it because I was
offered more than I could walk away
from, and ended up buying a Pitts Special. I just love airplanes!
After flirting with aerobatics for a
couple of years in the Pitts, Joe had
pegged his aerobatic fun meter and
eventually sold the little biplane. But
he was far from done with his incredible airplane adventure.
I got tangled up with a helicopter outfit near Wisconsin Rapids and
started hanging out with them, and
they became a bad influence on me.
Before I knew it I was taking lessons in
a Bell 47 and eventually got my commercial rating. I found helicopter flying to be a lot of fun; it s the hovering part that gets you! I picked it up
fairly quickly and got my ratings. The
hook was set when they asked me to
work for them. I started out hauling
riders and doing crop pollination. My
farm days got the best of me because
I couldnt keep away from turning
wrenches on them. It also helped me
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get my A&P rating.


Joe added another rating to his
building resume and became both an
airplane and helicopter instructor. He
sold the family farm in 1997 and excused himself from the cranberry business as he immersed himself in aviation full time. And of course he bought
another airplane.
I bought a Super Cub to do tailwheel instruction. Unfortunately after two years the insurance company
priced me right out of business.
In 2001 Joe was hired at EAA and
became a senior aviation specialist,
and he was eventually promoted to
homebuilders community manager before he retired in 2011.
I really enjoyed helping others,
but I also missed the flying part. A lot
of what I did at EAA involved sitting
behind a desk talking on the phone
helping members. Thankfully I was
able to twist Steve Krogs arm and became a flight instructor with his Cub
Air operation in Hartford at Jim Miles
Fieldnamed in honor of my mentor.
I guess you could say my aviation life
has come full circle. Oh, did I forget to
mention that I bought a Waco UPF-7?

Ask Any Pilot! Flying the Waco

In 2006 Joe became the custodian


of a Santa Fe and ivory creamcolored
antique beauty Waco UPF-7. Bearing
the number NC39748, this Waco was
like a dream come true for Joe.
I have always admired biplanes.
Jim Miles used to tell me that if I ever
bought one, shoot for a Waco. Theyre
the Cadillac of the skies! Naturally I
took his advice and acquired this one.
Built in 1942, Joes Waco ended up
teaching our nations cadets how to
fly as they prepared for war. As part
of the CPTP (Civilian Pilot Training
Program), the Waco was stationed at
Texas A&M University. After the war
it traded hands a few times, then a few
more before Waco craftsman extraordinaire Tom Brown laid his hands on
it and restored it back to its former
glory. By the time Joe acquired it in
2006, the Waco had barely 90 hours
on the Hobbs since restoration. And
according to Joe it still had that new
airplane smell to it! Joe also believes
18 NOVEMBER 2012

Vintage Nov2012.indd 20

its a little faster than


some of its counterparts.
The Waco is a bit
smaller than a Stearman, but I felt its a
little bit faster. The
Waco has f our ailerons , and quit e
frankly in my humble opinion, it flies
nicer than a Stearman. The rumor is that the Army Air
Force didnt pick it as its pr imary
trainer because they thought it was
too easy to fly. The Waco was more of a
baby carriagevery gentle, easy to fly,
and very straightforward, especially
when it comes to landings.
Joe equates part of that to the fact
that Wacos use oleo gears, making for
more of a cushy landing.
Its really hard to get a bounce on
landing, although I have managed to
do it a couple of times! The old Waco
saying of ask any pilot rings true because they all fly so nice and smooth.
I also concur with the advice that
Steve Wittman gave me many years
ago when I owned the Pitts. He said,
Joe, there are two things you have to
remember when landing an airplane
like this. Number one, when you touch
down you want your wheels pointed
exactly in the direction you are moving. Number two, dont mess with it!
I took Steves advice to heart and try
my best not to mess things up when I
fly the Waco.
Joe begins his preflight by pulling the big propeller through, making sure it gets every cylinder to hit
a compressionthis assists in avoiding the dreaded hydraulic lock in the
lower cylinders. Next, Joe checks the
fuel level. With 50 gallons of fuel on
board total, he normally flight-plans
for around 11 gallons per hour fuel
burn. Joe claims his bladder will give
out long before the fuel tank runs dry.
The Waco has a fairly good range
with the amount of fuel on boar d.
It seems like it gulps it, though, on
start-up. To get the 220-hp Continental turned over, I have to feed it lots
of gas. I use a short neck primer, so
after an even dozen shots of prime, I

JIM BUSHA

JIM BUSHA

11/5/12 4:29 PM

KOEPNICKPHOTOGRAPHY.COM

JIM BUSHA

CHRIS HIBBEN

throw in four pumps of the throttle for


good measure. Once it catches and the
plume of exhaust smoke clears, it settles right down and smooths out. The
most time-consuming aspect, though,
is making sure the 3 gallons of oil I
carry is nice and warm before takeoff.
I do a standard run-up to 1500 rpm as
I check the mags, clear my tail, and get
ready to go.
Joe cautions the wannabe Waco
pilots about throttle movements on
takeoff and the use of right rudder.
The Continentals are noted for
their coughing if you try and jam the
throttle in too fast. Easing it in works
best as the power comes up gradually. There is plenty of rudder to keep
you going straight down the centerline, and you just keep feeding in more
right boot to account for the torque.
Remember, there is a 100-inch propeller turning some heavy metal out
front, so naturally you will have some
gyroscopic procession to deal with.
It f lies out of g round effect in
short order and climbs out around
80 mph. Its a heavy airplane; 1,900
pounds empty, and when its full of
fuel and a couple of well-fed pilots,
it tips the scales around the 2,500 to
2,600 pounds range. The Waco is not
a lightweight, so it doesnt climb like a
rocket. But once in the air, because it is

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so light on the ailerons, it loops, rolls,


and performs aerobatics all day long.
As for spins, it flies right out of them
and recovers normally. What can I say?
The Waco is a pure sweetheart!
I have been flying for over 35 years
now, and it makes me smile every time

I go up. I had some great influences in


my life, and they all instilled in me an
admiration for the old airplanes and
the people that flew them well before
me. These were the airplane pioneers,
the guys from the golden age of flight
that I owe a deep appreciation to. I fly

Sonerai II

Joe and his Pitts

H.G. FRAUTSCHY

Joes Pacer

the Waco in honor of them as a debt


of gratitude. Its just my way of saying
thanks and my passion to keep the antiques flying.
During this years EAA AirVenture
Oshkosh, Joe Norris was the 2012 recipient of EAAs Tony Bingelis Award, recog-

Bell 47

22 NOVEMBER 2012

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Waco Specs
1942 Waco UPF-7
NC39748
Two-place open land biplane

KOEPNICKPHOTOGRAPHY.COM

nizing his involvement as an active volunteer technical counselor


and aircraft builder. A founding member of the EAA Homebuilt Aircraft Council, he has dedicated much of his life to ensuring aircraft
safety in the homebuilder community, serving as an EAA technical
counselor for more than two decades, as well as an EAA flight advisor, an airplane and helicopter instructor, and an FAA designated
airworthiness representative.
The Tony Bingelis Award was created in 2002 to recognize a
member from the aviation community who has contributed to
homebuilt projects and safety promotion while maintaining EAA
values. The award honors the late Tony Bingelis, who was noted as a
homebuilding authority and EAA Sport Aviation columnist.

Powerplant

Continental W-670-6A, 220 hp

Propeller

Curtiss-Reed 55501 xed-pitch


aluminum

Top speed

130 mph

Cruising speed

115 mph

Landing speed

50 mph

Empty weight (standard)

1,870 pounds

Max gross weight

2,650 pounds

Wingspan (upper)

30 feet

Wingspan (lower)

26 feet, 10 inches

Wing chord (both)

57 inches

Total wing area

243.6 square feet

Length overall

23 feet, 6 inches

Height overall

8 feet, 6 inches

Fuel capacity

50 gallons

Oil capacity

4 gallons

Price new at factory (standard) $9,500

Waco NC39748 History


by Joe Norris

The rst owner of my aircraft was Kadett Aviation Co. of College Station, Texas. The company
took possession of the airplane on October 24,
1942. Kadett then sold the airplane to the Defense
Plant Corp. on March 12, 1943.
On September 23, 1944, the airplane was sold
to William Athey of Pyote, Texas. Athey owned the
airplane until March 30, 1946, whereupon he sold it
to Arch B. Agee and Walter W. Williams of Madisonville, Kentucky. These gentlemen registered the airplane under the name of Agee & Williams Air Park.
Agee & Williams Air Park sold the airplane to JIM BUSHA
Hugh M. Clarke, also of Madisonville, Kentucky,
FAA records indicate no apon July 10, 1948. Clarke only held the airplane until
August 7, 1948, on which date he sold it to Graves Air- plications for airworthiness certicate or any other aircraft of Paris, Tennessee. Graves Aircraft transferred the worthiness paperwork activity after April of 1950 until
Tom Brown nished the restoration in 2000. It can only
airplane to Graves Flying Service on September 11, 1948.
On April 27, 1949, Graves Flying Service sold the air- be assumed that the aircraft was in storage for this enplane to J.K. Chumney of Humbolt, Tennessee, who tire time, probably due to a need of new fabric, but
in turn sold the airplane on May 31, 1949, to Stone B. actual reasons cannot be determined.
After the restoration was completed a new airworthiJones of Lexington, Tennessee. The airplane remained
in Jones ownership until September 15, 1996, when it ness certicate was issued on May 17, 2000. Gulbrandson
was sold to Merlin L. Bock of Tracy, Minnesota. Bock sold owned the airplane until May 8, 2005, when he sold it
the airplane on January 21, 1997, to Mark Gulbrandson of to Ken Wessels of Wayzata, Minnesota.
Wessels owned it until June of 2006 when he sold it
Lakeville, Minnesota. It was Gulbrandson who nanced
the restoration performed by Tom Brown of Brown Aero, to me. I hope to be the custodian of this beauty for a
very long time!
Unity, Wisconsin.

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This Doctor Still


Makes House Calls!

2012 Vintage Aircraft Association Hall of Fame inductee

Clyde The Cub Doctor Smith Jr.


by Jim Busha
Pho t o s cour tesy of Cl yde Smith jr .
Clyde Smith Jr.s passion for airplanes, especially the old tube and fabric ones that rest comfortably on a tail
wheel, was instilled in his DNA a full generation before he was born. Clyde admits
he has been airplane crazy for most of
his life, especially with the Pipers. Who
can blame him? As a second-generation
Piper employee all he ever wanted to do
was help fellow pilots and restorers. And
because of his years of dedication in assisting countless aviators with their projects and technical questions, Clyde The
Cub Doctor Smith Jr. is the 2012 Vintage Aircraft Associations Sport Aviation Hall of Fame inductee.

A Family of Fliers

My grandfather painted signs for


the flight school at the old Scranton airport, said Clyde. Because times were
tough back then he was offered an airplane ride instead of money. When my
father, Clyde Sr., was old enough to
mutter the word airplane he became
the honorary passenger in place of my
grandfather. I guess you could say the
hook was set. In 1940 my dad took his
first lesson in a J-3L, NC30543, and unbeknownst to him, the burning passion
for flying Piper-built aircraft sparked
an interest that would later be passed
on to me.

In March of
1941 Clyde Sr.
was hired at
Piper as a final assembly
inspector. He
was hardly
settled in Lock
Haven, Pennsylvania, by
the time he received
his private certificate on August 2, 1941.
With more flying to be done, he moved
into the engineering department and
became the experimental test pilot,
sometime around 1943.

24 NOVEMBER 2012

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Through the war years my dad


test flew L-4s, said Clyde. Eventually he moved into the PA-12s, PA14s, PA-16s, and in the mid 1950s
he became the chief engineering
test pilot, even flying some of the
one-of-a-kind Piper airplanes.
Born in the late 1940s, Clyde Jr.
grew up in a house in the hill section of town that was situated directly off the west end of the Lock
Haven runway. While most kids
enjoyed bicycling down steep hills
or swimming and fishing in the
nearby river, Clyde Jr. was not like
most kids. He was becoming airplane crazy.
The two distinct recollections I
have growing up in the family home
related to aviation was the departure
of the AAA (All American Airlines)
DC-3 that would depart daily right
over our house. The sound of those
Pratt & Whitneys screaming at full
power and the three BIG As under the
left wing. The other fond memory I
have is walking with the family dog
behind our house, which bordered a
large cemetery. The view was very scenic overlooking the whole town. In the
mid 1950s I would lay in the grass and
watch all the new Piper-built airplanes
take off and fly right over the area. The
Piper family grave site is there today.
As Clyde Jr. grew up in the 1950s,
he routinely tagged along with his father after supper as the pair traveled
back to the Piper plant where the elder Smith would finish up some paperwork while junior was supposed
to be doing his homework. Unfortunately for Clyde Jr. there was just no
way to keep a young mans nose buried
in some textbook with so many distractions sitting around.
Ill never forget the sight and smell
of all those brand new Super Cubs, TriPacers, and Comanches sitting one by
one, in long rows, under the dimly lit
final assembly lines. My father was
never one to push aviation on me. It
was there if I wanted it. In the early to
mid-50s, before the family got too big
(I have two brothers and a sister), he
would sign out a brand new Tri-Pacer,
and we would fly back to his home area
of Tunkhannock. Occasionally I would

get a chance to fly a test flight with


one of my fathers test pilots, when
the flight wasnt of a dangerous nature. I just loved being in the air and
watching the world roll by.

The Piper Years

When Clyde Jr. graduated from


high school in 1965, he decided to
try college life and chose a curriculum of earth and space science, with
a major in meteorology.
I was fascinated with weather
and meteorology. Unfortunately
the math involved did not fascinate me, so I switched majors and
went into aviation. I have been
stuck there ever since!
Clyde focused on earning his
A&P certificate by enrolling in the
aviation maintenance curriculum
at a local community college. After
graduating in June of 1968 Clyde
Jr. received a phone call out of the
blue from a woman at the P iper
employment office, asking him
what he was going to do with his
life now that he had an A&P certificate. Before he could answer she
encouraged him to come down to
the Piper office and fill out a job
application. After a series of interviews, Clyde Jr. was eventually
called back and was dumbfounded
at the offer.
I was informed that I had a job,
but I had to pick from three positions! One of these was a draftsman position in the engineering
department. I chose this because
I liked to draw. I always got very
good grades in high school and
college doing this, and knew that
I would be working in the new engineering building (now the Piper
Aviation Museum), the ver y
same place my father was working, as a design engineer by then.
I started June 28, 1968, in an interesting career with Piper.
Clydes road to the sky had
begun earlier that year when
he started taking flight lessons
in January with his father as
instructor. The pair f lew one
hour every Sunday afternoon
in a Cherokee 140, and by SepVINTAGE AIRPLANE 25

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Smith family-l to r-Clyde Sr., Clydes son and Clyde Jr.

Clyde remembers that it was while performing


this job that the seed was planted for
the interest he now has for the vintage Pipers.

Clyde and a Tomahawk

Piper PT-1

tember 25 Clyde Jr. had earned his


private pilot rating. Although he
was happy to be a pilot, he also was
itching to put his A&P skills to the
test and work on an airplane project.
That itch was scratched thanks to
some poker game winnings.
I met a fellow from Maine one
weekend afternoon who had moved
to Lock Haven as a construction foreman and was working on a job at the
local paper mill. He had a J-3C-65 on
floats that he claimed he had won in
a poker game. It looked a little rough,
but who was I at that time to judge
such an airplane? He had brought
it here and based it in the river, but
did not have a seaplane rating yet.
When the examiner came to give him
his rating, he wouldnt fly in the airplane, until a mechanic had looked at
it and addressed some issues. Apparently, while in Maine, some previous
owner had de-iced the wings with a
broom and smashed the top of about
a dozen ribs. My very first job, as a
young A&P mechanic, was to repair
those ribs and patch the fabric. I performed surgery on the J-3 and slit
the top wing fabric and completed an
official Piper repair using the service
memo. When it came time to present
a bill, I was given an option. I could
be paid with cash, or I could fly the
airplane any time I wanted, just bring
gas. I started flying that airplane in
June and actually soloed the J-3 before I soloed the landplane. I couldnt
get my seaplane rating because I

26 NOVEMBER 2012

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didnt have my private license yet!


Once I got my private I would fly every chance I could get. In 1969, I went
in with two friends, and we bought a
PA-15 Vagabond from one of the engineers for $1,250. I flew that almost
300 hours in a little over one year.
For the next three years at Piper,
Clyde Jr. was creating new drawings
and doing engineering change orders
(ECOs). The pressurized Navajo had
just come out, and he did a lot of work
on that project. In 1971 he was laid

off for two weeks and then called back


temporarily to work in the data processing department. Clydes job was
to operate the big blueprint machine.
Clyde remembers that it was while
performing this job that the seed was
planted for the interest he now has for
the vintage Pipers.
If I ran a print for someone pertaining to an older plane, and it interested me, I ran an extra copy for
myself. My next job change was back
to engineering, as a technical writer.

In this position I wrote changes and


additions in all the maint enance
manuals for all current production
aircraft. My biggest job here was to
write the entire first draft of the PA36 Pawnee Brave maintenance manual, and then in 1974, Piper decided
to go professional with their service
training program and start a training
center. I applied for, and was hired, as
a technical instructor. When we first
started the service schools, we had
to hold them in classrooms in the lo-

The last PA-18 Super Cub to leave Lock Haven


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CHRIS HIBBEN

cal college, until they got a new building constructed at the air port. We
would teach one session locally and
one on the road. I taught a one-week
course on the PA-31P Pressurized Navajo, and a one-week course on the
high-performance singles and light
twins, which we called the Combined
Maintenance Course. The models
covered here were the Aztec, Seneca,
Seminole, Saratoga, Lance, and Arrow
models. I did this until 1982. During
this time I traveled throughout the
states to all the Piper distributors,
Canada, and two tr ips to Africa in
1975 and 1978. During many of these
trips, due to my increasing interest in
the older models, I would make maybe
an evening visit to a local students
home or hangar, to see a fabric Piper
project. When I got back to the factory I would help an individual with
technical information, a print, or obtaining a part.
In 1981 P iper decided t o shut
the training center down. Flig htSafety International, a professional
organization in Florida, had negotiated a deal with the c ompany to
take over and resume all training
programs that it was doing , including pilot and maintenance training.
That transition took about one year,
and he spent some amount of time
in Florida teaching and helping the
FSI staff. Clydes last two years in
Lock Haven were spent in the cus tomer service department, as a product support specialist responsible for
two production aircraft, the PA-38
Tomahawk and the PA-31P-350 Mojave. Clyde also answered all mail and
calls pertaining to the obsolete models, from the J-2 C ub through the
PA-30 Twin Comanche.
In 1982 I achieved one of my highest honors while employed by Piper. I
was asked to ferry the very last Lock
Haven built Super Cub to a dealer in
Texas. This was quite an honor for me
because my father had flown the very
first Super Cub and now I was piloting
the last one.
Clyde claims that much of his current knowledge was gained in those
last two years, at that job. On August
10, 1984, Clyde Jr. punched the time

Living the spirit of aviation, Clyde speaking to EAA AirVenture 2012 visitors.

28 NOVEMBER 2012

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11/5/12 4:33 PM

clock at 5 p.m. for the last time at


the Lock Haven plant. Shortly after,
the Piper doors in Lock Haven closed
for good.

The Cub Doctor

In the late 1980s C lyde headed


south to Florida where he became
involved with Piper once again. He
became manager of the Cub Kit Program and was tasked with creating
the PA-18 Super Cub in kit form. The
job lasted two years, and the manual
was complete except for the chapter
on finishing. In December of 1989
the program had been canceled but
not before two kit airplanes were
built in-house by volunteers and sold
as factory-built airplanes. In 1990
Clyde moved back to Pennsylvania
and began doing freelance restoration work that blossomed into doing the fabric Piper restoration and
maintenance courses that he still
does today. T his includes manufacturing small parts for the fabric
Piper fleet, along with product and
technical support on the fabric Piper
models. Clyde also conducts mobile restoration assistance as well as
the restoration seminars and workshopsthats how he ear ned the
name The Cub Doctor.
That nickname got pinned on
me during the mid-1980s because
I would go around the country inspecting projects and giving builders assistance. One of my customers
said, Youre like a doctor making
house calls. Only instead of fixing
people you fix Cubs! I started out
doing this because I wanted to keep
the interest and knowledge base up
for Cub owners. I guess I have helped
hundreds of people with their projects, getting them back on tr ack
moving forward again. Although the
J-3 made me that, I also have a deep
fondness and knowledge base with
the Super Cub. For me I really enjoy
helping others, and the rewards are
even greater when an owner c ompletes their project. I am overjoyed
when another airplane takes to the
skies. My goal in life is to keep these
treasured vintage airplanes f lying
for as long as I can.

What Our Members Are Restoring

Are you nearing completion of a restoration?


Or is it done and youre busy flying and showing
it off? If so, wed like to hear from you. Send us a
4-by-6-inch print from a commercial source or a
4-by-6-inch, 300-dpi 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 information, you can also e-mail us at
vintageaircraft@eaa.org or call us at 920-426-4825.

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Type Club Corner

The Swift Museum Foundation


2012 National Convention/Fly-In
by Izzie K ientz

Pho t o s cour tesy of the Swift museum Found at ion

The Venue Creve Coeur


Airport, St. Louis, Missouri

Creve Coeur is a fascinating airport.


Privately owned by John Cournoyer
and Albert Stix Jr. but open to the public, it houses a fantastic array of aircraft
from a 1916 Sopwith Pup, an original
U.S. mail plane, dozens of Wacos, Stearmans, and vintage aircraft of all types.
John Cournoyer personally owns dozens of aircraft . . . all restored, flyable,
and in pristine condition. There is the
original aircraft used in the movie The
Great Waldo Pepper and others too numerous to relate here. If anything, the
fact that Creve Coeur is a living museum of aviation history is understated.
It should be on anybodys bucket list to
stop in and see these magnificent aircraft the next time you are anywhere
near St. Louis.

The Forums

Our first forum started on Wednesday, June 20, with Mike Kennedy conducting the first of the two scheduled
formation ground schools for the
week at the FBO. He decided to open

it to the public so other hangar and


airplane owners, general public, as
well as our members interested in flying formation techniques could also
participate in our event. Both of his
ground schools were warmly received

30 NOVEMBER 2012

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and well-attended. Our members flew


many training flights that resulted in
new qualification cards.
Other forums that were held during our convention were the New Swift
Owners and General Maintenance by
Dave Carpenter. Another significant
forum was the Corrosion Prevention
by Gerry Mahoney of the Diamond
Point Swift Group. Who should know
better than anyone who maintains his
own airplanes?

Formation Flying
Competitions

The highlight of the Flying Formation Competition took hold with four
teams going head to head for bragging
rights. All teams were given a compulsory Unknown sequence simultaneously wherein they drew for flight
sequence time slots. There were five
ground judges who completed score
sheets to determine the winners.
Stan Price, Dave Anderson, and
Todd Bengtson won the three-ship
Grumpy Flight. They started out with
four ships, but Flea Carpenter had an
injector plug up and wisely pulled out
of the event while taxiing for takeoff.
Ernie Hansen, Nate Andrews, Gerry
Mahoney, and Bill Sheppard, otherwise known as the famous B urrito
Brothers, won the four-ship competition. Congratulations, boys!

He talked extensively about the


Young Eagles program, an aviation outreach program launched in 1992 that
gives young people ages 8-17 interested
in flying general aviation planes an opportunity to fly. These flights are offered free of charge through the EAA
Volunteers Program. So far more than
1.7 million Young Eagles members have
enjoyed a flight and been flown by more

than 42,000 volunteer member pilots


all over the world.
In an effort to support the continued interest and other shortcomings
of people 18 years old and older who
also expressed interest in aviation and
becoming a pilot, but who were inundated with many regulations and
red-tapes blocking their ambition, Mr.
Hightower along with other industry

Surprise Guests
Rod Hightower and Family

On Friday night we had Rod Hightower gracing our dinner table with
his son, John. John just finished his
solo flight in his dads Stearman a few
weeks earlier. What a proud dad as
he relates the feeling! And an equally
proud beaming face of John! Later on,
his wife, Maura, and their daughter,
Hannah, made an appearance.
Mr. Hightower did a tremendous
job with his introduction as the president of EAA even though everyone
who is familiar with airplanes and
air shows knows who he really is. The
Q&A he conducted was ver y wellreceived. He speaks right from the
heartnot from any teleprompter
or pre-arranged questions we wanted
him to address.
VINTAGE AIRPLANE 31

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Musings

leaders established Eagle Flights. As


he had explained, it is an early f light
experience for members with a pathway to certification.
The most important topic he talked
about was the difficulty in getting a
medical certificate for older would-be
pilots. He gave us a brief on the efforts
of both EAA and AOPA with a submission request to allow recreational pilots to use their drivers license in lieu
of a third-class medical certificate. If
this is approved, this will enable recreational pilots the option of getting
a third-class medical exemption or
participating in an online education
course program that will teach them
how to self-assess their fitness to fly.
All they have to do is carry with them
the education program course completion certificate during each flight.

Highlight of the Week

Friday was also a special day for 22


Swifters and members who went on
the tour. It was the fly-by-to-the-Arch
day, which coincided with the tour to

the top of the Arch for members to


watch the fly-by from there.
Rolla Henry, through his friends
at the St. Louis TRACON, got us the
clearance to do a fly-by to the Gateway
Arch. Paul Mercandetti did the briefing for the combined formation and
gaggle. Paul led the flying formation,
and Michael Kennedy did all the coordination plus bringing up the rear
in Robert Dixon Jr.s Buckaroo T-35A.
The weather was per fect as the
Swifts snaked off the ground in rolling
starts as the formation seemed endless as we joined up. Down the river toward the Gateway Arch, which though
visible from the turnout of traffic,
loomed large as we approached.
Just as we passed, several Swift
birds let go with smoke, and it was dramatic to say the least. All reports from
Swifters on the ground said it was impressive. The trip back to Creve Coeur
was uneventful, and the traffic pattern
recovery was well done. All in all . . . 22
launched on time . . . .22 landed without a hitch.

By Steve Whit tenberger


Swift National at Creve Coeur,
Missouri . . . in a wor d: fantastic.
Realistically, nothing more need be
said; however, here are a few notes for
those who were not able to attend. The
Gateway Swift Wing, led by Bill and
Izzie Kientz, left no stone unturned
to make this one the most enjoyable
and memorable Swift Nationals ever,
and according to numerous inputs
from members, they succeeded beyond their wildest dreams. The enthusiasm of the members set the tone
for a few super days at Creve Coeur.
Everywhere there were smiling faces
and beautiful Swifts. R RSW Texas
and the SSAG contingent came with
the most number of members and
Swifts who participated in almost all
the activities.
The most active members came
from the Diamond Point Swift Group
from Washington. They went wild
with glee as they almost dominated
the skies romping their beautiful
birds with fly-bys and smoke provided
at cost by Al Stix IV. The West Coast
Swift group, the Indiana group, along
with a few of the Floridians completed
our numbers. Not to mention, we had
members coming all the way from
Canada (Fern Villeneuve) and as far as
France (Jon Hutchinson).
It was also a great pleasure to see
the opposing rows of Swifts glistening in the morning sun, seemingly
stretching to infinityour beautiful fleet takes a back seat to no one.
At last count, at least 59 Swifts plus
or minus that came and left, made it
to the fly-ina number not seen in
recent years and one we hope we can
continue to build on in the future.
All in all, this was made possible
by good planning, enthusiastic and
friendly members, good weather, and
most of all, enjoyable relationships
with old friends and fellow members.
This is a fly-in to be remembered. As
one member put it: I couldnt afford
to live herethis is way too much fun.

Summary

I can only say, Wow! What a week


that was! After more than nearly a

32 NOVEMBER 2012

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year from planning through execution,


we finally made it to the week of June
18-24, 2012! Although the official date
of our convention was from June 2023, people started coming in Sunday
to volunteer.
As for Paul Mercandetti, our master
chef, except for Thursday nights dinner
cooked on-site by co-owner of Creve
Coeur Airport Mr. Al Stix Jr., did the
rest of the lunches and Fridays dinner
along with his slew of co-conspirator/
volunteers headed by Jim Roberts and
Gerald Poats. Almost everyone was
happy and well fed for the rest of the
convention. Thank you, Paul!
Our local members Sherry Henry
and Joyce Caton helped man the Swift
Store, with our Executive Director
Pam Nunley in the lead, whenever they
could, and their respective partners
Rolla Henry and Sadi Hawkins also did
a tremendous job managing the airfields and taking people on tours.
Along with the air port staff and
local hangar owners, they made sure
everyone had a lift t o go from the
flightline to the Kientzs hangar where
the arrivees registered their presence. Rolla had put himself in charge
of the flightline from day one along
with the airport staff. Sadi and Bill
helped take care of transportations, so
when they werent doubling as a tourist guides and driving the rental vans,
they also helped manage the flightline
and drive people to and from destinations. And, Phil Chastainwhoever
thought of the FOLLOW ME Betty
Boop golf car is a genius!

This Years
Best Super Swift
One piece at a time
By Michael L a France
Like the 70s Johnny Cash song I got
it one piece at a time, and it didnt cost
me a dime, Paul Ross built todays number one super modified GC-1B Globe
Swift airplane from parts. He actually
started this project with only a data
plate and an airworthiness certificate!
Most of Pauls airplane (at least the data plate anyway) came from a Denton, Texas, Swift factory in 1946. Globe/TEMCO Swift airplanes were manufactured from 1946 to 1951.
GC-1B Standard Specifications
General characteristics
Crew: one
Capacity:
one passenger
Length:
20 feet 10 inches
Wingspan:
29 feet 4 inches
Wing area:
132 square feet
Powerplant:
Continental C-125 six-cylinder,
four-stroke aircraft engine, 125 hp
Airfoil:
Root, NACA 23015; Tip, NACA 23009
Empty weight:
1,370 pounds
Gross weight:
1,710 pounds
Height:
6 feet 2 inches
Performance
Cruise speed:
Never exceed speed:
Range:
Service ceiling:
Rate of climb:

122 knots (140mph)


161 knots (185mph)
1,000nautical miles (1,151 miles)
18,000 feet
700 feet/minute

An outstanding project like Swift N3890K isnt created in a vacuum; Paul


collected repaired, refurbished, or flat-out manufactured its parts.
180-hp Lycoming engine conversions
Low-drag cowling
Sticks with electric trim
Smooth riveted and strengthened wing
Buckaroo wingtips
Cessna 150 seats
Trailing edge wing fillets
Constant-speed Hartzell propeller
Sliding bubble canopy with roll-bar protection
Four-point seat belts
Wing slots removed
12.5-gallon wing tanks
Miniature stall strips

VINTAGE AIRPLANE 33

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Vintage
Mechanic

THE

BY ROBERT G. LOCK

Aircraft fabric covering, Part 4


ome synthetic covering processes have come and
gone while others have been around for quite
some time. It might be interesting to trace the
history of alternative fabric covering processes
that replaced the old Grade A and Irish linen methods.
During the 1950s many experiments were made to replace
Grade A cotton fabric that had been in use since the WWI
days. The first was fiberglass cloth bonded to existing Grade
A or muslin fabric. This added weight to the aircraft ultimately reduced its useful load capability. CAA approvals were
issued for some of these processes. A process known as Air
Fibre (Illustration 1) may have been the first process (which
took place April 10, 1959) using a cloth identified only as
Air Fibre covering cloth. The process used dope for tautening and filler but doesnt specify exactly what type fabric is
used. It should be remembered that there were a plethora of
light aircraft built after WWII, and in about eight to 10 years
they needed re-covering. Thus the flurry of synthetic fabric
processes beginning around 1956. The Air Fibre process was
eventually withdrawn. This early process was licensed to Cooper Engineering Company, Van Nuys, California.

Illustration 1

The first known use of a polyester Dacron cloth was the


Eonnite system developed by Bill Lott of Bakersfield,
California. The Dacron cloth was heat-shrunk on the airframe structure, then overlaid with a lightweight glass
fabric and bonded with an epoxy resin. The Eonnite process
was licensed to repair shops only and was not available to
individual owners or mechanics. I remember when Bill Lott
was at Minter Field in Bakersfield; he occupied a large hangar there and had a Beech Staggerwing, which he used to
experiment with his new fabric systems.
Shortly after Lott developed his process, Col. Daniel
Cooper of Los Angeles began to experiment using unshrunk
Dacron fabric from the DuPont Corporation, attached it to
the airframe structure using a lacquer cement, then coated
it with nitrate and butyrate dope. He named his new process Ceconite, possibly the name Cooper Engineering
Company giving it the CECO, and NITE rhymed with Eonnite. I remember that Slim Kidwell at the Torrance Airport
used one of his Bellanca ships to run some experiments
with Coopers new process. When the flap was coated with
butyrate dope it eventually peeled off. Thus the use of nitrocellulose dope because lacquer cement would mix with
nitrate but not butyrate dope. The Ceconite process evolved
in January 1958 as I recall. Illustration 2 shows the original
Ceconite Procedure Manual 101.
Col. Coopers Ceconite process used Dacron cloth attached
to the structure by lacquer cement or by sewing an envelope.
Three coats of nitrate dope were applied by brush with the
first coat containing a quart of lacquer cement per gallon,
thinned and brushed on for adhesion. The Ceconite process
most closely resembled the old Grade A cotton process, and
old-timers in the field found it easy to use. The problem was
getting the first coat of dope to stick to the fabric.
Bill Lott soon recognized Col. Coopers process as being
much lighter in weight than his Eonnite, so he developed
another process that he called Eonnex. This process used
Dacron fabric, shrunk with heat and filled with a two-part
epoxy coating. It needed only two applications to completely fill the fabric weave. However, the coating cracked
after a few months of service. I remember in 1961, upon
graduating from Northrop with an A&P, covering a Beech
Model 17 Staggerwing in the Eonnex process. It was fast

34 NOVEMBER 2012

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Illustration 2
because it used two-part epoxy coatings that, when catalyzed, smelled like a dead animal. A wiping pad was used
to spread the coatings, the first being a yellow color. Only
small amounts of material were catalyzed because of curing rates. After the first coat dried, a second coat of a gray/
silver material was applied, cross coat from the yellow
stuff. When that cured, you could not see or feel the weave
of the Dacron! Final finish was automotive enamel. I was
able to see and f ly in the ship when on leave from the
Army, probably 1962 or early 1963. T here were cracks
already in the coatings because they were brittle. The Eonnex process came into existence around May 1960; at
least, that is the copyright date on the Eonnex Manual
200 depicted in Illustration 3.

Another process using a treated lightweight fiberglass


cloth was developed in Manila, Arkansas, and was called
Razorback. This fabric was attached to the structure using
butyrate dope and was pulled as tight as possible to eliminate any large wrinkles. It came in 90-inch-wide rolls and
required no machine sewing; therefore, there could be no
envelopes, just blanket covering. It was sprayed with clear
butyrate dope, and the initial coats had to blow through the
weave of the cloth. Successive coats began to fill the weave,
and the fabric eventually tautened. The surface tapes were
fiberglass, and the rib lacing cord was a special type sold
by the STC holder; it was black in color. The fabric was not
damaged by UV radiation from the sun; therefore, it did not
need silver dope coatings, just one or two coats to see where
pinholes were located so they could be filled. The cloth was
of a coarse weave, thus the pinholes. The silver dope could
be sanded off to get a smooth finish. Final finish was pigmented butyrate dope because it needed rejuvenation when
the dope hardened and began to crack. This STCd process
never needed testing, just an inspection of the coatings for
any cracks. However, if cracks in the butyrate dope were
found, the entire structure had to be rejuvenated by sanding and spraying multiple coats of butyrate rejuvenator to
soften the dope and seal cracks. The STCs for Razorback are
still valid, having been reissued in 1996 and 2003. Razorback installation manual No. 39-6 is dated July 1964 and
shown in Illustration 4.

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VINTAGE AIRPLANE 35

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Illustration 5

Illustration 4
Col. Cooper sold his original Ceconite process and moved to
Illinois where he developed an alternate filler material for Dacron fabric. He still retained the Ceconite name but used a filler
material called Dac Proofer and Spra Fill. The original Ceconite Procedure Manual 101 was revised to include information
on the alternate process. His products became known as Super
Flite, the Dac Proofer being blue in color and Spra Fill being
silver in color. Finish was recommended as pigmented butyrate
dope because the system had to be rejuvenated due to the filler
cracking with age, just the same as butyrate dope.
In 1962, Ray Stits began experimenting with a new filler
process for Dacron fabric that he called Poly-Fiber. The original process used a white liquid material that was applied to the
cloth using a brush and which could not be sanded. He called
the material Poly-Brush because it was spread totally with a
brush. After two to three coats of Poly-Brush had been applied,
four to six coats of Poly-Spray were applied with a spray
gun and were the UV blocking material. This material could
be sanded, but it was difficult to make a surface completely
smooth due to the buildup of brush marks caused by spreading Poly-Brush with a brush. The new Poly-Fiber process is
much better, and a smooth surface can be easily achieved with
minimal effort because the Poly-Brush material can be applied
with a spray gun, thus eliminating brush marks.
Each STC holder was required to maintain a sealed list
of aircraft that were initially covered with the process. This
was achieved by completing FAA Form 8100-1 (formerly
FAA Form 1227), Conformity Inspection Record. Note 5

states that identical follow-on modifications of this same


model aircraft will not require submittal of this form after
the prototype ship has been approved for return to service.
An FAA inspector would come look at the fabric covering on
the aircraft, check for conformity to the procedure manual,
and sign and submit the form at the local FSDO. The aircraft
type is then entered into the Master Eligibility List and
therefore becomes approved for covering under the terms
of the STC. Only a Form 337 is required, and approval to
use this major alteration comes with the STC number and
use of the procedure manual. Illustration 5 shows the form.
Poly-Fiber and Ceconite have become the predominant
synthetic fabric processes to emerge over the years. Some
STCs have been withdrawn, and some are dormant as wordof-mouth criticism and aging showed their weaknesses. But
there is one important factor to consider when re-covering
with synthetic fabric, and that is to prepare the structure
for at least 30 years of service life. Illustration 6 shows my
Aeronca 7AC when first restored in 1971 using the Ceconite
fabric process. Throughout its life it never was stored inside
a hangar; the best it saw was a shade hangar that covered
the cabin section. The ship was refinished twice during its
long life, and in 2009 it was disassembled for a complete
restoration. The fuselage frame was originally sandblasted
and coated with Dutch Boy Epicote white epoxy paint,
which has been withdrawn because it contained lead. After 38 years, there is very little rust on the steel structure,
which is quite remarkable considering it was always stored
outside. Although the central California summer is hot and
dry, the winter is cold and wet. The wings were also in very
good condition with the only major problem being loose
nails where ribs attach to spars. I had fabricated new wing
spars back in 1971 to replace the original laminated spars
used by the Aeronca factory, but this was prior to the long
lock nails being introduced by Bellanca. The empennage
was also in good shape because it too was sandblasted and
coated with Epicote. So the structure lasted 38 years, which
is very good considering the ship was manufactured in
1946, making it 63 years old!

36 NOVEMBER 2012

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the master eligibility list; however, if a particular type and


model are not shown, it does not mean the process cannot
be used. It just means that the FAA will have to conduct a
conformity inspection when the job is completed.

Conclusion

Illustration 6

Supplemental Type Certificate

When a new aircraft design is proposed, the Federal Aviation Administration requires certain tests, data, and procedures before a type certificate (TC) can be issued. This is normally a long and involved process that does not happen overnight. FAR 21 contains data whereby individuals or a company
may be granted a TC and begin production of the aircraft or
related component to be sold on the commercial market. FAR
21 is certification procedures for products and parts.
After certification by the FAA the aircraft may be manufactured and sold. The original aircraft is manufactured with
certain parts and components installed, and in the case of a
fabric-covered aircraft, a specific type of covering material
and process. Examples of this are specific types of powerplants of specific horsepower, wheel and brake assemblies
manufactured by a specific company, specific types of tail
wheels, etc. These items that were originally installed by the
manufacturer are listed in the aircraft specification sheet for
the particular model aircraft. These aircraft specifications
will also list other pertinent data, such as engine type, minimum fuel rating, maximum gross weight, center of gravity
range, control surface movement, plus a complete listing of
all equipment approved for installation in the aircraft.
In 1961 the FAA changed from the CAA Aircraft Specifications to Type Certificate Data Sheets (TCDS) and also
changed the TC identifications to reflect where the TC was
originally issued. The Type Certificate Data Sheets do not
contain a listing of approved equipment for the particular
aircraft; rather this information is now contained in the
equipment list of the weight and balance data.
The particular type aircraft was type certificated covered with a specific type fabric process. If the aircraft is
re-covered for any reason, it is a major repair, and an FAA
Form 337 must be executed. If a different type of fabric
covering is to be installed, it is a major alteration because
the original TC was altered. The STC allows modification,
in this case the fabric covering, of the aircraft with no FAA
intervention except for the very first aircraft altered. The
STC holder allows use of their approval in exchange for purchasing necessary covering supplies. In many cases the STC
holder will also have a parts manufacturing approval (PMA)
that would cover some or all the covering supplies, such as
fabric, tapes, rib lacing cord, coatings, etc.
By now most fabric-covered ships will be included on

Changes in aircraft fabric covering came at a time when


the Civil Aeronautics Administration was evolving into
the Federal Aviation Agency, around the 1958 time frame.
At the same time, the FAA was creating the STC process,
which made approval of these fabric-covering replacements even more difficult to achieve. Note the earliest
approval dates are 1958 to 1962. In the days before the
FAA, changes to the fabric-covering process were just
CAA approved, but the FAA moved toward STC and PMA
to control quality and repeatability. Today some of these
early covering methods are just memories. By the way, the
procedure manuals displayed here are also very outdated
or just plain withdrawn.

References
www.RandolphAircraft.com/html/w7868.html
www.Ceconite.com
www.AirTechCoatings.com
Poly-Fiber Procedure Manual No. 1, Revision No. 18,
dated April 1998 by Jon Goldenbaum

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VINTAGE AIRPLANE 37

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by H.G. FRAUTSCHY

MYSTERY PLANE
AUGUSTS MYSTERY ANSWER

Fleet 7B CF-AOC with the optional coupe top was the subject of
our August Mystery Plane. It was the demonstration model for Fleet.
ugusts Mystery Plane wasnt
too hard for a few of you, and
while the base model of the
aircraft wasnt too hard to
figure out, the exact model was pretty
rare. Tom Lymburn of Princeton, Minnesota, sent in this reply:
Although a sliding canopy was common on RCAF Fleet 7 Fawns and Fleet 16
Finches, the August Mystery Plane is an
early Fleet 2/7 with a side-hinged coupe
top canopy. Optional equipment with
Model 7s (along with a 25-gallon fuselage
belly tank), it appeared only on one RCAF
and two or three civil models. The Model
2 used a 100-hp Kinner K-5, while the
Model 7B used a 125-hp Kinner B-5.
Canadian registrations of Fleets
with coupe-top canopies include:
CF-ANO, a Fleet 2 (s/n 4), which
was delivered in May 1930. It flew on
floats and skis with Arrow Airways in
Flin Flon, Manitoba, between 1932
and 1937. CF-ANO was written off in
a forced landing at Berens River, Manitoba, on January1946, when it hit
some trees.
CF-AOC, a Fleet 7B (s/n 5), was often flown by Jack Sanderson, general
manager of Fleet of Canada, as a demo

aircraft. It was delivered in August 1930


and later became an instructional airframe with the Toronto Central Technical School in August 1941.
CF-CGG, a Fleet 7B (s/n 16), which
became RCAF 195, a Fawn I, was delivered in April 1931 and was used for
trials with the coupe-top canopy. RCAF
195 also served during the war with
the St. Catherines Flying Service. It
became instructional airframe A.210
(later C.210) and was stuck off charge
in May 1946 and scrapped. A picture
of RCAF 195 appears in Molson and
Taylors Canadian Aircraft since 1909
(Putnam, 1982).
Jupiters U.S. Civil Aircraft (Vol.
4) notes that the coupe top was also
an option for the American Fleet 7C.
Wegg, in General Dynamics Aircraft
and their Predecessors (Naval Institute
Press, 1990), comments that the coupe
top weighed an additional 30 pounds
and required an enlarged vertical tail.
I couldnt find any specific Americanregistered aircraft with the coupe top.
A really good source for Fleets, besides
Molson and Taylor, is Fleet: The Flying
Years by Ron Page and William Cumming (The Boston Mills Press, 1990).

This illustrated ad from the May


1931 issue of Aero Digest shows the
coupe top on a float-equipped
Model 7 cruising alongside the
identical model biplane with the
usual wheeled landing gear.
It has photos of CF-AOC and CF-ANO
with the coupe top.
Renald Fortier, the curator of the
Canada Aviation and Space Museum in
Ottawa adds this:
I wonder if the airplane in the photo
is not NC226H, a Fleet 7C (c/n 94)
currently owned by Clay J. Baxter of
Coburg, Oregon. This airplane (www.
f lickr.com/photos/planephotoman/
228740939/) no longer seems to have
its coupe top.
Other correct answers were received from Wes Smith, Springfield,
Illinois; Wayne Muxlow, Minneapolis,
Minnesota; Bill Bosma, Yardville, New
Jersey; and Warren E. Kelley, Mississauga, Ontario.

38 NOVEMBER 2012

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GONE WEST

Everett Ev Cassagneres,
19282012
After a good day of f lying in his classic Cessna
170B, Ev passed away in his sleep on Sunday, July 1,
2012 at age 84. He was a longtime EAA member and
a contributor to Sport Aviation and Vintage Airplane
magazines, as well as other magazines.
Ev is best known as the author of sever al books
about Ryan aircraft and Charles Lindbergh. Much of
the information in his books was from a first-person
perspective, having been friends with Charles Lindbergh and the Lindbergh family. Ev had owned a
Ryan ST, and he formed the Ryan type club and
wrote several books about Ryan aircraft.
Ev became a pilot in 1945. He received the FAAs
Wright Brothers Master Pilot Award commemorating his 50 years of f lying. Ev f lew a variety of
airplanes and f lew as a corporate pilot as well as
for pleasure. His interest in aviation histor y led
to helping Cole Palen at the beginning of the Old
Rhinebeck Aerodrome. For one summer he became a
wing-walker performing atop a PT-17 Stearman. He
was also one of the founding members of the Connecticut Aeronautical Historical Association, which
formed the New England Air Museum in Windsor
Locks, Connecticut.
He was a Korean War veteran and was awarded the
Purple Heart, twice. He was also involved in many
activities outside of aviation. He was a bicycle racer
and holds an unbroken national 200-mile endurance/speed record. He helped with the Special Olympics and was a musician and participated in English,
Scandinavian, and Contra dance. He was also an avid
swimmer, cross-country skier, and hiker. But his
fondness for old vintage airplanes was his passion.
Blue skies, Ev . . .

WELCOME

New EAA Vintage Aircraft Association Members


Charles Beskow . . . . . .
Jay LeJeune . . . . . . . . .
Steven Seals . . . . . . . . .
David Gagne . . . . . . . .
Anthony Ambrose. . . .
Mark Weber . . . . . . . . .
Daniel Easton . . . . . . .
....................
Marc Huffnagle . . . . . .
Julie Toms . . . . . . . . . .
Gregory Gillbert . . . . .
Richard Kluver . . . . . .

Lake Charles, Louisiana


Hot Springs, Arkansas
Agawam, Massachusetts
Elk Grove, California
Mentor, Ohio
St. Charles, Illinois
Mississauga, Ontario,
Canada
Washington, D.C.
Glen Mills, Pennsylvania
Gig Harbor, Washington
Belvidere, Illinois

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Mike Barron . . . . . . . . Perry, Missouri

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VINTAGE AIRPLANE 39

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VINTAGE AIRCRAFT
ASSOCIATION
STAFF

EAA Publisher
Jack Pelton
Vice President of EAA Publications J. Mac McClellan
Editor
Jim Busha
jbusha@eaa.org
VAA Executive Administrator
Theresa Books
920-426-6110
tbooks@eaa.org
Advertising
Sue Anderson
Jonathan Berger
Jeff Kaufman
VAA, PO Box 3086, Oshkosh, WI 54903

OFFICERS
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

DIRECTORS

Ron Alexander
118 Huff Daland Circle
Griffin, GA 30223-6827
ronalexander@mindspring.com

Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com

Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
aaflagship@gmail.com

Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
920-426-6110

David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com

Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262-966-7627
sskrog@gmail.com

Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com

Robert D. Bob Lumley


1265 South 124th St.
Brookfield, WI 53005
262-782-2633
rlumley1@wi.rr.com
Joe Norris
tailwheelpilot@hughes.net
920-688-2977
S.H. Wes Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771-1545
shschmid@gmail.com
Tim Popp
60568 Springhaven Ct.
Lawton, MI 49065
269-624-5036
tlpopp@frontier.com

DIRECTORS EMERITUS
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
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

E.E. Buck Hilbert


8102 Leech Rd.
Union, IL 60180
815-923-4591
buck7ac@gmail.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

VINTAGE TRADER
S o m e t h i n g t o b u y, s e l l , o r t r a d e ?
Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface
lead-in on first line.
Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at
$20 per inch. Black and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date (i.e.,
January 10 is the closing date for the March issue). VAA reserves the right to reject
any advertising in conflict with its policies. Rates cover one insertion per issue.
Classified ads are not accepted via phone. Payment must accompany order. Word ads
may be sent via fax (920-426-4828) or e-mail (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.

EMPLOYMENT
Established Midwestern company
seeking seasoned lA with leadership
experience. Candidate must have an
extensive background in hands-on
restoration activities, be able to
manage large projects and be skilled
in business development. Our
restoration business is unique and
requires extensive experience with
vintage and Warbird type aircraft.
Send resume and salary requirements
to wasiresume@gmail.com

MISCELLANEOUS
www.aerolist.org, Aviations Leading
Marketplace.

Wood and Fabric A&P Technician


Looking for a specialist with experience
in historic Wood and Fabric airplanes
for restoration and maintenance of
existing airplanes at major museum
(www.MilitaryAviationMuseum.org)
in the resort city of Virginia Beach. Must
have experience in building replica
airworthy World War One aircraft. For
information call (757) 490-3157 or email
to EPY1@aol.com

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.

VINTAGE AIRCRAFT ASSOCIATION


Current EAA members may join the Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an additional
$42 per year.
EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $52 per year
(SPORT AVIATION magazine not included). (Add $7 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/Renew 800-564-6322 membership@eaa.org


Copyright 2012 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the
Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin
549023-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane
magazine, is $42 per year for EAA members and $52 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54902 and at
additional mailing oces. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. CPC #40612608.
FOREIGN AND APO ADDRESSESPlease allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail.
ADVERTISING Vintage Aircraft Association does not guarantee or endorse any product oered through the advertising. We invite constructive
criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of
the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to:
Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo and Aeronautica are registered trademarks, trademarks, and service marks of the
Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft
Association, Inc. is strictly prohibited.

40 NOVEMBER 2012

Vintage Nov2012.indd 42

11/5/12 5:19 PM

Tin GeeBee

Flying Tiger

An accent piece for any aviation enthusiast for the


home or oce. 5H x 13.5L x (.5W.

5266560400000

A new twist on a Teddy bear


theme this so soft and cuddly
stued Tiger is the cutest. He
sports goggles, jacket and silk
scarf. Sits approximately
11 high.
5266756400000

$28.99*

$20.99*

VAA Fall Jacket

$49.99*

Santas Airplane Ride


This glass ornament is from the
Cobane Studio and shows
Santa and his gifts.
Approximate 5 inches high.
5266770400000

Uniquely designed polyester khaki color jacket


with olive accent is perfect for cooler weather
with its eece lining. Also rain resistant!

5266646202000
5266646203000
5266646204000
5266646205000

Small
Medium
Large
XL

$16.99*

Route 66 Tapestry Totes


Detail

Perfect for on the go, either one helps you


carry items when traveling, gathering information at events, or even purchasing your
favorites at the farmers market.

$9.99*
$6.99*

5266725200000 Wheeled Bag


5266725300000 Small Tote

www.shopeaa.com/vaa
Telephone Orders: 800-843-3612
From US and Canada (All Others Call 920-426-5912)
*Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% sales tax.

Vintage Nov2012.indd 43

11/5/12 4:36 PM

Vintage Nov2012.indd 44

11/5/12 4:37 PM