,

SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMAT ION

STRAIGHT AND LEVEUButchJoyce
2 AlRVENTURE AWARDS
4 VAA NEWS/ HG.Frautschy
5 AEROMAIL
6 A MIRACLE OF THE AIR/ JamesWhittaker
9 MY FIRST AIRPLANE! EvCassagneres
12 TYPE CLUB NOTES/ RobertG.Lock
14 A FIVE-YEAR PAINT JOB/ BuddDavisson
19 WHAT OUR MEMBERS ARE RESTORING/
HG. Frautschy& NormPetersen
21 MYSTERY PLANE! HG.Frautschy
24 PASS IT TO BUCK! BuckHilbert
27 NEW MEMBERS
28 CALENDAR
30 CLASSIFIEDS
www.vintageaircraft.org
Publisher TOM POBEREZNY
Editor-ill-Orie! scon SPANGLER
ExecutiveDirector, Editor HENRY G. FRAUTSCHY
VAA AdmillislraliveA,'isistant THERESA BOOKS
ExecutiveEditor MIKE DIFRISCO
Contributing Editors JOHN UNDERWOOD
BUDD DAVISSON
Art/PhotoLayout BETH BLANCK
Photography Staff JIM KOEPNICK
LEEANN ABRAMS
Advertisillg/EditorialAssistalll ISABELLE WISKE
I've been attending EAA
AirVenture Oshkosh for 29
years, and this year's event
was one of the best! The an-
tique aircraft were some of
the best that we have seen.
Restorations just continue to get better each year.
Years ago, when you walked the flight line, you'd see a
wide range of antique aircraft restorations. Some were
good, some were so-so, and a few were outstanding. As the
movement has progressed, the number of excellent
restorations has continued to increase. When you talk to
members on the flight line, a shift in attitude toward
restoration is also evident-people seem to take their stew-
ardship of these magnificent old aircraft quite seriously.
That attitude is now permeating the ownership ranks of
Classic category airplanes, as ever-increasing numbers of
classic airplanes are appearing on fly-in flight lines all over
the country. Sure, there are still plenty of airplanes some-
times referred to in classified ads as "good fliers," airplanes
that members have not yet restored to near factory condi-
tion. For others, a good clean restoration doesn't have to
be a factory original, but one that is useful for them. Ex-
tended ski tubes, extra fuel tanks, and items that increase
the airplane's utility are often what people add to their air-
planes. There's plenty of room for all in vintage aviation,
and you'll often see examples of every style and level of
restoration at EAA AirVenture and your local fly-in.
Still, it's funny how many of us still don't think of clas-
sic airplanes as "old." The youngest classic is now
coming up on its 46th birthday! I guess you could pin a
lot of that attitude on the basic utility these great air-
planes still offer. More than once in recent times I've
heard of a person looking seriously at one of the newer
lightplanes and while researching discovered that a re-
cently restored classic offered more utility for less cost!
The choices for an individual who wants four seats in the
airplane are even more limited. Take, for example, a
1950 Cessna 170. It offers a 115 mph cruise speed, 8 gph
and four seats, a great going places machine. But we do
have to accept that it is old. Since it left the runway at
Wichita 51 years have passed.
The Contemporary category (1956-1965) is right on its
heels, with the youngest of its planes firmly in middle age
with 36 years under their wheels. The FAA and other agen-
cies consider aircraft "old" or an "antique" at 25 years, and
owners of these younger airplanes are also coming to grips
with the subject of aging aircraft. Aging aircraft are a high-
priority issue at the FAA, and we're not just talking about
old 727s. Our airplanes and their maintenance and sup-
s EL
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
port are on their agenda, and we're working closely with
EAA to be sure our input is added and we're kept abreast of
the latest developments.
As contemporary aircraft owners are beginning to real-
ize that their airplanes are older, too, we're seeing
restorations like Bragdon's Cessna 210 Oune 2001 Vin-
tage Airplane). These are enormously useful airplanes that
can be used daily if necessary, but they still look great on
the fly-in flight line. Does that sound familiar, classic
owners?
It takes time for these restorations to come to the sur-
face. I've even had to come to grips with it. My Luscombe
is one of my favorite airplanes, but I can't use it for all my
flying needs. I also own a Beech Baron that fits in the
Contemporary category. It's 37 years old now, and I con-
sider it equal in my desired capabilities to a new Baron. It
will do most any task better than its new brother, and it's
cheaper, too. I have no problem going to the hangar, load-
ing it up, and flying to the islands or anywhere else. I
probably won't be doing this in the Luscombe, but I have
thought that it would be fun to do so. At least it would
not take Customs long to inspect the Luscombe! With the
realization that the Baron can now be judged just like any
classic or antique, I've embarked on a custom recondition-
ing program.
In doing so, I've gained a new pride of ownership in my
Contemporary class aircraft. When I land somewhere new
on a cross-country, the tower might ask, "What year is
your Baron?" It' s nice to pull into the FBO for fuel or an
overnight stay and have the line guys tell you how great
the airplane looks. I appreciate it when they ask if I'd like
to park it in their hangar overnight. I think that they en-
joy seeing good-looking airplanes, too.
One thing to keep in mind is that most of these younger
people who are working at the FBOs now cut their teeth
on the contemporary class of aircraft. Just like many of us
long desired a Travel Air or Cub of our own to fly, in the
future contemporary aircraft will be the ones they will
want to own.
The EAA Vintage Aircraft Association has taken the
lead in highlighting the issues facing older aircraft, and
working with the type clubs, we've gained an ear at the
FAA to discuss these issues. We're fortunate to have peo-
ple working for the FAA, such as Mike Gallagher, who
not only understand the issues we're confronted with,
but also are actively working with us to help solve the
problems. We will have more on these subjects in future
issues. Let's all pull in the same direction for the good of
aviation. Remember, we are better together. Join us and
have it all. .....
VINTAGE AIRPLANE 1
EAA AIRVENTURE 2001
VAA AWARDS
Gold Lindy
GrandChampion-Antique
1940PiperJ-5ACubCruiser, NC329S5
Carl Brasser
Brentwood,Tennessee
GrandChampion-Classic
GrummanMallard, NC2950
SteveHamilton
Carson City, Nevada
GrandChampion-Contemporary
Beech 35-B33 Debonair, NS622M
JamesLynch
Lawton, Oklahoma
Silver Lindy
VintageReserveGrand
Champion-Antique
BoeingStearman E75, N713WW
ScottWhite
Orient,Ohio
VintageReserveGrand
Champion-Classic
Aeronca 11ACChief, N9526E
Paul Gould
Sardinia,Ohio
VintageReserveGrand
Champion- Contemporary
PiperPA-22-10SColt, N5549Z
DennisBeecher
Martinsburg,Pennsylvania
Bronze Lindy
Antique
Champion-WorldWarII Military
TrainerorLiaisonAircraft
Stearman N2S-3, N1315N
DouglasDevries
Redlands, California
Champion-TransportCategory
BoeingS307 Stratoliner,
NC19903-NASMStratoliner
RestorationCrew
FederalWay,Washington
Champion-CustomizedAircraft
BoeingStearman E75N1, N3976B
2 SEPTEMBER 2001
David Bates
Faribault, Minnesota
Champion-Replica
VickersVimyFB27, NX71MY
PeterMcMillan
San Francisco, California
ChampionGoldenAge(191S-1927)
Ryan M-1, N2073
AndrewKing,
Lovettsville,Virginia
Champion-SilverAge(1928-1932)
Fairchild FC-2W2, N13934
Greg Herrick
Jackson, Wyoming
Champion BronzeAge(1933-1941)
Spartan Executive, NC17667
KentBlankenburg
Groveland, California
ChampionWorldWarII Era 1943-1945
Beech D17S Staggerwing, N9597H
E. P. Wiesner
CastleRock, Colorado
Bronze Lindy
Classic
BestClassI(0-80hp)
MooneyMiteM1S, N4149E
BenWorkman
Zanesville, Ohio
BestClass II(81-150hp)
Cessna 140, NC2437V
Michael Midtgaard
Minneapolis, Minnesota
BestClass III (151-235hp)
Ryan Navion, N4012K
RobertKane
Wilton,California
BestClassIV236 hp&up
Cessna 195, N2134C
GeorgeDray
Novato,California
BestCustomClassA
Taylorcraft, BC-12D, N39911
Lee Bowden
Independence, Iowa
BestCustomClass B
Cessna 140, N773SH
MartyLochman
Newalla,Oklahoma
BestCustomClassC
PiperPA-1S-150, N75SSE
Loren Kopseng
Bismarck, NorthDakota
BestCustomClass 0
Cessna 195, N9S54A
MartinMadden
Somis, California
Bronze Lindy
Contemporary
Beech H35, N547SD
LarryVanDam
Riverside, California
TEXTRON FINANCIALAVIATION
FINANCE DIVISIONJUDGING
SPONSOR'SCHOICE
StinsonSR-6A, NC15127
Max&Rene Davis
Waconia,Minnesota
Vintage Plaques
Antique
OutstandingCustomizedAircraft
WacoZPF-7, N29962
LeslieWhittlesey
CotoDe Caza, California
Runner-UpCustomizedAircraft
Boeing Stearman A75J1, N570SN
CharlesLuigs
Bandera,Texas
SilverAge(1928-1932)
OutstandingOpenCockpitBiplane
GreatLakes 2T-1A, NS41H
CameronSaure
Reynolds, NorthDakota
OutstandingClosed CockpitMonoplane
Monocoupe, N543W
RobertCoolbaugh
Manassas, Virginia
Runner-UpClosed CockpitMonoplane
CurtissRobin, N263E
Glenn Peck
Maryland Heights, Missouri
Bronze Age (1933-1941)
Runner-Up Closed Cockpit Monoplane
Spartan Executive, NC17616
Ken & Lorraine Morris,
Poplar Grove, Illinois
Outstanding Closed Cockpit Biplane
Waco ZOC-6, NC16203
Les Cashmere
McAlester, Oklahoma
Outstanding Open Cockpit Biplane
DeHaviliand
Tiger Moth DH82A, N8879
Michael Williams
Columbus, Indiana
World War II Era (1942-1945)
Runner-Up Closed Cockpit Biplane
Beechcraft Staggerwing, N1532M
Bob Strunk
Union, Kentucky
Vintage Plaques
Classic
Best Aeronca Champ
Aeronca Champ, 7 AC, N81585
Wayne Raye
Stockbridge, Georgia
Best Beechcraft
Twin Beech D18S, N213SP
Alan Wright
Naples, Florida
Best Bellanca
Bellanca 14-19, N6563N
Charles Shouldis
Rapid City, South Dakota
Best Cessna 120/140
Cessna 140, N89221
J. Young
Hudson, Wisconsin
Best Cessna 170/180
Cessna 170, N4034V
John Nielsen
Bloomer, Wisconsin
Best Cessna 190/195
Cessna 195B, N195SB
Scott Boynton
Campbell Hall, New York
Best Ercoupe
Ercoupe, N2679
David Abrams
Salem, New Hampshire
Best Luscombe
Luscombe 8A, NC45504
James Zazas
Carthage, North Carolina
Best Navion
Ryan Navion, N4891 K
Charles Stites
Chapel Hill, North Carolina
Best Piper J-3
Piper J-3 Cub, NC88113
Willard Beatty, Jr.
Holly Springs, North Carolina
Best Piper Other
Piper PA-18, N160CW
Charles Wiplinger
Inver Grove Height, Minnesota
Best Stinson
Stinson 108-3, N6355M
Neil Logerwell
Kent, Washington
Best Swift
Swift GC-1 B, N3378K
Jared Smith
Huntington Beach, California
Best Taylorcraft
Taylorcraft BC12D, N96841
Elmer Marting
Monona, Iowa
Best Limited Production
DeHaviliand Beaver, N34EB
Paul Oakes
Wasilla, Alaska
Most Unique
Emigh Trojan, N8351 H
Jerry Petro
Williamsburg, Virginia
Preservation
Aeronca Chief, NC4128E
Edward Maxwell
Louisville, Kentucky
Vintage Plaques
Contemporary
Outstanding Beech Single Engine
Bonanza N35, N1397Z
Richard & Dawn Barnett
Waldron, Arkansas
Outstanding Beech Multiengine
Beech G18S, N933GM
Carla Payne
Fort Worth, Texas
Outstanding Cessna 150
Cessna 150, N7835E
Robert Unternaehrer
Brunswick, Missouri
Outstanding Cessna 170/172/175
Cessna 172C, N1499Y
Randall Hockenberry
Ft. Wayne, Indiana
Outstanding Cessna 180/182-210
Cessna 182B, N8407T
Roger Schmidt
Big Bear Lake, California
Outstanding Piper PA-22 Tri Pacer
PA-22 Tri-Pacer, N9508D
Tim Lewis & John Brandon
Jonesboro, Arkansas
Outstanding Piper PA-24 Comanche
PA-24 Comanche, N45MB
Kelly Wright
Spokane, Washington
Outstanding Mooney
Mooney, N6402U
Raymond Miller
Colorado Springs, Colorado
Outstanding Limited Production
Aircoupe F-1A, N3044G
Jack Arthur
Des Moines, Iowa
Outstanding Custom
Class I Single Engine (0-160 hp)
Piper PA-22-150, N6043D
James Douglass
Kennedyville, Missouri
Outstanding Custom
Class III Single Engine (231 hp & higher)
Piper PA-24, N8071 P
Jim Simmons
Nashville, Tennessee
Outstanding Class IV Multi Engine
Piper PA-23, N3187P
Michael Luigs
Bandera, Texas
VINTAGE AIRPLANE 3
VAANEWS
compiled by H.G. Frautschy
COVERS
FRONTCOVER: Ronnie Cox and Greg Davis of
Fort Lauderdale, Florida, cruise above
Florida's Gulf Coast waters with their 1962
250 Comanche. EM photo by Jim Koepnick,
shot with a Canon EOS1 n equipped with an
80-200 mm lens on 100 ASA Fuji slide film.
EM Cessna 210 photo plane flown by Bruce
Moore.
BACK COVER: Fay Gillis, Summer '29 is the
title of Frank Warren's acrylic painting, award-
ed an Excellence ribbon in the 2001 EAA
Sport Aviation Art competition. It depicts a
young Fay beside a Curtiss Fledgling at
Garden City, Long Island, in August 1929. A
month later she was forced to bailout of a
Fledgling, becoming the second female mem-
ber of the "Caterpillar Club." Fay was achar-
ter member of the "99s."Frank Warren can be
reached at fljlw@earthlink.net or by calling
805/967-5473.
SPORTPILOT:
ALMOST READY FOR NPRM?
EAA President Tom Poberezny has
written to FAA Administrator Jane
Garvey and U.S. Secretary of Trans-
portation Norman Mineta asking for
their personal intervention to expedite
the return of the proposed sport pilot
package back to the FAA, one of the
many steps in the process headed to-
wards the publication of a Notice of
Proposed Rulemaking (NPRM).
Tom wrote, "Over the last eight
years, a tremendous volume of
work-by both the government and
the private sector-has gone into
moving this complex regulatory
package to its current status. We re-
quest that you keep the same level
of emphasis on completing the final
steps to publication by facilitating
every opportunity for expeditious
handling by the Office of Manage-
ment and Budget."
Tom reiterated EAA's appreciation
for DOT's and FAA's "public com-
mitment and acknowledgement of
[sport pilot's] positive impact" re-
4 SEPTEMBER 2001
During EAA AirVenture Oshkosh, the Vintage Aircraft Association and EAA's Government
Services office hosted a meeting with the FAA's Mike Gallagher and Tom McSweeney (right)
along with most of the type club representatives who attended the Convention. Aging air-
craft issues were the primary topics of discussion. In particular, the thorny issues concerning
the release of technical information by type certificate holders, and especially the disposition
of that same information related to long dormant type certificates was discussed. As pointed
out by Gallagher, the FAA cannot legally release information unless the type certificate has
been surrendered.
Also discussed was the ongoing process of Airworthiness Concern Sheets (ACS), and the
general consensus was that the program is working well to head off potential
Airworthiness Directives. Both Gallagher and McSweeney pointed out that only half of the
ACS' issued during 2001 had become Airworthiness Directives. In previous years, they all
would have become ADs.
An ACS issued on the spring steel main landing gear installed on older Cessnas was the
subject of another meeting hosted by EAA's Government Programs specialist Randy Hansen
and the Cessna Pilots Association President John Frank. The meeting was intended to gather
firsthand information about any difficulties being experienced with the gear by owner/opera-
tors. It was their opinion that the difficulties highlighted by the FAA's sheet were the result
of operations outside of what was considered normal, and that the issue could be properly
dealt with by adherence to a Cessna service bulletin. EAA and the Cessna Pilot's Association
used input from that meeting to help formulate the response to the ACS.
garding increased safety and im-
proved economy of recreational
aviation. (You can read Tom's letters
on the EAA sport pilot website at
www.sportpi/ot.org.)
The proposed sport pilot rule has the
potential to impact many vintage air-
plane owner/operators, who may be
able to operate their aircraft under a
new set of rules. For more detailed in-
fonnation, you can read "Sport Pilot For
the Vintage Airman" in the June issue
of Vintage Airplane, or you can read it
online at www.vintageaircra(t.org ......
Volunteers make the world of EAA and VAA happen, and one of this year's enhancements to
the vintage area was the installation of a new windsock frame and sock. Behind the scenes in
EAA's workshops a number of volunteers spend their summers helping us spruce up the
place, and Barb Lowell was kind enough to sew up the new bright red windsock featured in
the August issue. Barb and her husband John have been coming to EAA to volunteer for
more than eight years. They hail from Bulverde, Texas. After their arrival in May, Barb and
her fellow volunteers in the sewing room repair the flags and banners that decorate the EAA
grounds, and sewing replacement wind socks. Later (n the summer, they help decorate the
EAA grounds by planting thousands of flowers on the convention grounds. Our thanks to
Barb and the many others who spend their summers helping us here at EAA and VAA!
VAAAEROMAIL
"VintageAircraft Markings"Comments
Your article on markings is very
good ... and needed, I might add. We
run into these issues all the time.
Mostly with FAA inspectors, oddly
enough, who don't run into an-
tiques all that often. I thought I'd
highlight a couple of points that
may also be worthy of mention.
Many owners confuse the use of
the "c" or "R" or "X" on their air-
planes with use on the registrations
or other permanent records such as
337s. The regulation refers to "dis-
play" on the aircraft, but no other
use. And the FAA continues to use
the common N number without the
additional letter on all documents.
Sometimes a registration will pass
with the extra letter, but usually
they will request that it be drafted
without.
Note paragraph 45.22(b), the part
that says "may be operated without
displaying marks in accordance with
paragraphs 45.21 and 45.23 through
45.33 if:" (then it goes on to detail
the display of the "C," "R," "X,"
"L," etc.). What this means is, if the
aircraft is experimental, for instance,
the 2-inch high (or more) EXPERI-
MENTAL placard need not be
displayed. This is the one the in-
spectors always miss. They go right
for the cabin, entry, or passenger
cockpit and look for the EXPERI-
MENTAL billboard. Not having to
put this on the airplane is a real plus
for an owner with an aircraft that
has" .. . the same external configura-
tion as an aircraft built at least 30
years ago ... ," in other words, a
replica.
Hope this is helpful. I'm probably
preaching to the choir here, as you
always publish inSightful comment
on the FARs.
Roy Redman (VAA 777)
Faribault, Minnesota
I have just finished reading "Vin-
tage Aircraft Markings" and would
like to make this comment. The FAA
is not judging our airplanes. I have
judged EAA aircraft at our local fly-
ins for more than a decade, although
not at Oshkosh. All of the informa-
tion I have or have seen concerning
judging stresses authenticity. Over
the years I have rebuilt several air-
craft that are now antiques. It
distresses me greatly to see a beauti-
fully restored aircraft and then have
the restorer take a shortcut and put
on "modern" numbers. This is not
authentic as the aircraft did not
come out of the factory this way. If I
inspect the airplane, you can be sure
that I will go over it minutely and
nitpick. I would suggest that in fu-
ture gUidelines to judges that
authenticity be again stressed. I
wouldn't go so far as to require
Grade A cotton, although this, of
course, is what was probably origi-
nally used.
John Beebe (VAA 19313)
White Stone, Virginia
During the judging process, all mark-
ings on the aircraft, both the
registration numbers and smaller plac-
ards and decals, are judged on their
authenticity. The guidelines published
for use by EAA/VAA judges stress that
concept. Here's what the guidelines
have to say:
"I. FORWARD
" ... Throughout these standards
will be found the one concept that re-
flects the opinion of the majority of
those individuals contacted during the
development of these guidelines. That
concept is authenticity. The standards
are constructed to encourage the indi-
vidual to complete and maintain a
'factory fresh' aircraft. If the individ-
ual's desire is to deviate from this goal
for personal whim, or other reasons,
the 'cost of not conforming to pure au-
thenticity is known in advance.' A
portion of the guidelines pertain[s] to
the documentation of authenticity as
it relates to the aircraft. The exhibitor
is encouraged to prove the authenticity
with pictures, letters, factory specifica-
tions, or any of the means which will
alleviate the need for 'judge's opinion'
in determining authenticity. "
For the complete text ofEAA 's Judg-
ing Standards manual, you can buy a
copy by calling EAA Membership Ser-
vices at 800/843-3612 or you can view
the pages on EAA 's website at
www.airventure.org/ 200l/judging/.
-H.G. Frautschy ....
VINTAGE AIRPLANE 5
AMIR
Originally published in the
September 1924 issue of
The Wide World Magazine.
BY
BY F.E.
O
n February 17th last, at
Ellington Field, Houston,
Texas, Gates' "Flying Circus,"
a well-known American company of
"stunt" flyers, was giving an exhibi-
tion for the benefit of the
Thirty-sixth Division Air Service of
the American Army. One of the
scheduled items was a daring para-
chute descent by a chorus girl,
Rosalie Gordon. It was not the first
time she had essayed the feat, having
worked with the Gates' Circus on the
Pacific coast the previous year.
Dressed in a white satin pilot's
uniform, with little red buttons, she
ascended in a plane driven by Clyde
Pangborn, one of the Circus' finest
pilots. Behind her in the rear cockpit
sat Milton Girton, who was to assist
her in her preparations for the leap.
It had rained in the morning; the
sky was full of low-lying clouds; and
at two thousand feet it was decided
that she should make her leap. The
parachute was in a container tied to
the landing gear of the plane with a
short rope; another rope connected
the parachute with the girl, who
stepped coolly out onto the wing, in-
6 SEPTEMBER 2001
spected the harness about her waist
to see that it was properly adjusted,
and then jumped off into space.
For a dozen feet or so she dropped
headlong, momentarily expecting
the canopy of the parachute to open
as usual and check her swift descent.
Instead, she suddenly felt a terrific
jerk and found that she was hanging
suspended underneath the aero-
plane, trailing after it at the end of
the ropes attached to the harness
about her waist. Her light weight was
not enough to spring the trap of the
parachute, and a ring at the edge of
the canvas canopy, to which one of
the supporting ropes was attached,
had caught on a rod projecting from
the landing gear. From this fixture
Miss Gordon now swung helplessly
above the heads of the crowd.
It was a fearful predicament. Un-
able to crawl back or to free the
parachute, it seemed that certain
death awaited the poor girl. As long
as the petrol lasted, she was compar-
atively safe-unless she became
detached and the parachute still
failed to open-but once the plane
was forced to land she would in-
eVitably be dragged to death beneath
it. Unless she could somehow be got
back onto the plane, nothing could
save her.
Below, the crowd of five thousand
people looked on for a while uncom-
prehendingly. To them it was, at
present, all part of the show, but the
personnel of the Circus and the other
practical aviators on the ground real-
ized only too well the tragedy that
was threatening. Orders rang out,
sharp and decisive, and half-a-dozen
planes took to the air, circling vainly
about the swinging girl in an at-
tempt to solve the problem. The
onlookers began to understand that
something was seriously amiss.
Planes of the type used-this one
was equipped with a 180 hp Hisso
motor-land at express speed. Thirty
miles an hour is the minimum,
which meant that Rosalie would be
dashed to pieces and her body man-
gled beneath the tailskid directly as
the machine came down. As it was,
the anxious Pangborn having
swooped earthwards to let those be-
low see her predicament, the helpless
girl hung perilously near the rough
ground.
Plane after plane, with men lying
out along the wing surfaces knife in
hand, hoping to cut her loose if pos-
sible, swept past Pangborn's
machine, risking imminent collision.
All of them, however, failed, as did
the frantic efforts of Girton himself,
who crawled out onto the landing
gear and for half an hour battled des-
perately to pull the girl up to a perch
on the axle and comparative safety.
But a previous hour of daredevil
"stunts" had weakened him, and he
found his strength insufficient for
the task.
Then it was that Thompson, one
of the would-be rescuers, swooped
ground wards with his plane. Some-
thing white fluttered from his
machine as he rose again with a roar.
An official picked the object up-a
piece of cardboard on which was the
scribbled message: "Send Freddy up
with a rope. Will pick him up. He
can help pull her Up."
It was cryptic enough to the unini-
tiated, but those who knew realized

PANGBORN AND
THOMPSON
WHAT WAS IN
MINDS. AND
SOON TWO

SAILING
WING ALMOST
TOUCHING WING.
that one of the most daring feats
ever attempted was to be put into
operation to save the apparently
doomed girl.
Presently Thompson came to
earth, and into his plane climbed
Freddy Lund, a former member of
the Circus, but now in commercial
life. Up toward Pangborn's machine,
with that helpless figure dangling be-
neath it, Thompson's aeroplane shot
until it was flying close below. Lund,
climbing out on the upper wing,
reached frantically up in an effort to
grasp Rosalie's feet in the hope that
their combined weight would release
the catch of the parachute and let
them both down to safety. But the
bumpy rise and fall of the planes
made the maneuver impossible, and
it was speedily evident that another
and even more desperate method
would have to be tried if the girl was
to be saved.
Instinctively Pangborn and
Thompson read what was in one an-
other's minds, and soon the two
machines were sailing side-by-side,
wing almost touching wing. Then
Lund swung himself down a stage
lower, and the crowd below gasped.
Hundreds of binoculars showed what
was to be attempted, and men and
women sank on their knees and
prayed openly that the fearless men
aloft might be able to carry out their
purpose.
Just when it seemed that the two
machines must become locked in a
death grip, which would send both
of them hurtling to destruction,
Lund stretched out a hand, grasped a
strut on Pangborn's plane, and leapt
across the gulf. For an instant he
swayed, slid, almost fell, and then a
great shout went up: "He's done it!
He's done it!"
It was a wonderful effort. Usually
this change from plane to plane, per-
ilous enough at the best of times, is
only attempted with nonskid strips
on the wings and rubber shoes on
the feet of the aviator. Lund made it
with slippery leather-soled boots on
wings like shining glass.
Only he knew how near he was to
failure; as a matter of fact his feet slid
away beneath him, but he clung to
the strut with all his strength and so
saved himself. A white-faced man
down below dropped his field glasses
and gasped.
"It's a miracle!" he said solemnly.
But the rescue was far from being
accomplished yet . Recovering him-
self, Lund scrambled into the
cockpit, and then out of that and
down onto the landing gear, where
Girton was still continuing his vain
efforts to haul the girl up. Together
they heaved and strained at the rope,
but it was quickly seen from below
that their combined efforts were in-
sufficient, and a groan broke from
the crowd when Lund was seen labo-
riously climbing back into the
cockpit.
"They've failed! They've failed!"
The cry went up.
It certainly seemed so, and mat-
ters looked grave, for the anxious
officials of the Circus knew that the
sands of time were fast running out
in another direction. The petrol sup-
ply carried by the plane was limited.
Once it was exhausted, and landing
was imperative, in which case noth-
ing could save the girl if she
remained in her present position.
Many of the offiCials, in fact, were
convinced that she was as good as
dead already.
Not so Pangborn and Lund, how-
VINTAGE AIRPLANE 7
After the ordeal. Rosalie Gordon is seen in the
centre, with Lund, who rescued her, on the
right. The two other aviators are Pangborn
and Thompson.
came to earth in perfect fashion.
The onlookers, released from the
restraint of their pent-up emotions,
at once surged wildly forward on to
the ground, but mounted attendants
and armed police drove them back,
and an ambulance came dashing up
with screeching horn.
From underneath the plane
crawled three disheveled but almost
unhurt figures. The two aviators had
taken the slight shock of a perfect
landing on their broad backs, and
they rose to their feet stiffly, specks
of blood on their faces and wrists
from cuts caused by the rope from
which Rosalie Gordon had been sus-
pended. Daredevil flyers though
they were, both they and Pangborn
showed the strain of the last half-
hour. All of them were white-faced
and trembling.
"I was afraid the petrol would give
out!" said Pangborn. "I kept circling
over a little lake out there; I thought
that if we were forced to land it
would be better than the ground."
He walked over and measured the
spirit in his tank, and his face was
eloquent. He had just three minutes'
supply left!
At first the little actress laughed
hysterically, but when a friend, Es-
ther Gray, rushed up to her and
embraced her, she broke down and
cried.
So ended one of the biggest thrills
and one of the finest exhibitions of
heroism in the history of aviation.
Few flying men possess sufficient
skill to carry out the work of the res-
cue accomplished by Pangborn,
Lund, and Girton-fewer still, per-
haps, would have had the courage to
attempt it. .....
Seven years later Clyde Pangborn
would be world famous for being
the pilot on the first nonstop cross-
ing of the Pacific, but in 1924 his
cool head helped save a young lady
parachutist from certain death.
ever. A few shouted words between
them, and then Lund took over the
controls while Pangborn descended
the frail under-rigging supports and
joined the indefatigable Girton on
the landing gear.
Pangborn was slight of build but
marvelously strong; an open-air life
and constant exercise had given him
sinews of steel. Crooking one leg
over the axle and hanging on with
one hand, he slipped the other foot
down and got a toehold under the
girl's belt. Immediately she clasped
him round the leg and, with Girton
carrying out a similar maneuver, she
was slowly raised until both men
could reach her with their free
hands. A mighty heave, and they
hauled her into comparative safety
on the axle-a wooden crosspiece
three inches wide between the land-
ing wheels. One says "comparative
safety" advisedly. There was little
more than three feet of clearance be-
tween the axle and the base of the
plane, and it was still a tossup
whether, through the "give" of the
springs in landing, anyone on the
axle would not be crushed. It was a
risk that had to be taken, however,
8 SEPTEMBER 2001
for nothing more could be done.
Once more Pangborn changed
places with Lund, while Miss Gor-
don clung to the axle in a
half-fainting condition. Considering
the fearful mental strain she had un-
dergone, her demeanor had been
admirable; she had followed the
men's attempts to rescue her coolly
and intelligently and had done
everything she could to help them.
It was no wonder that the reaction
was now making itself felt.
Unfamiliar as he was with the
controls of the plane, Lund preferred
the more dangerous job of holding
Miss Gordon on the landing gear to
the task of attempting to land. So,
(swarming down), he took his placed
beside her while the pilot dropped
earthward in slow, wide circles.
The management, fearing an acci-
dent when the landing was made,
sent a motorcar out onto the field in
case the three people clinging to the
gear might prefer to try and drop
into it as it ran along under the
plane. Pangborn, however, perhaps
wisely, preferred the risks of a regu-
lar landing, and in a final long
swoop he swept over the grass and
MOSTAVIATORS VIVIDLY REMEMBER
THEIR FIRST AIRPLANE RIDE AND CHERISH
THAT FOND MEMORY.
ANDTHOSE OF US WHO HAVE BEEN
FORTUNATE ENOUGH TO OWN OUR OWN
AIRPLANE REMEMBER THAT IN VIVID
DETAIL AS WELL. By Ev CASSAGNERES
W
e remember how we found
it and the details of that
first step in our aviation
life. Perhaps that purchase was made
under unique circumstances, not
simply by writing a check. You may
find the story of my "first airplane"
similar to yours, you may find it just
plain interesting, or you may be start-
ing that search.
This story begins shortly after Au-
gust 14,1945, V] Day, the end of World
War II. On September 27, that same
year, I applied for and was hired as a
line boy for Reynolds Flying Service at
the New Haven Municipal Airport,
near New Haven, Connecticut.
I was in high school (Hillhouse
High) at that time and would ride my

Irs
bicycle to school every day, rain,
snow, or shine. Then, to get to work
after school I rode it to the airport. I
did all the dirty work: sweeping out
the hangar and shop, gassing and oil -
ing airplanes, and washing and
hand-propping airplanes when neces-
sary. Some were as big as Pratt &
Whitney R-985s. I also helped out in
the shop with repairs, rib stitching,
and doping.
Later that month I was on a bus rid-
ing from New Haven to my home in
Westville, a suburb of New Haven. As
we headed out Edgewood Avenue I
happened to look out the window on
the right side and nearly went nuts
with excitement at what I saw. It was
in the yard of the Acme Auto Top
Company.
As soon as I got home I jumped
onto my bicycle and rode back to see
that airplane at Acme. When [ met the
owner, Steve, he said he wanted to sell
it for $80. He showed me the wings,
tail surfaces, and prop, which were in-
side the building.
The airplane was a 1929 Com-
mand-Aire 3C-3T, serial number
614, registration number NC901E. It
had a Curtiss OX-5 engine, serial
number 2116.
The wings had silver fabric, the
VINTAGE AIRPLANE 9
fuselage was red, and the tail sur-
faces were silver. I was absolutely
thrilled to just touch it . I was only
17 years old and wondered how in
the world I would ever come up
with $80 for the airplane . It was
beautiful, even though it most likely
needed a complete rebuild to air-
worthy condition. As partial
payment for my work as a line boy,
I had been taking dual instruction
in a Piper J-3C65. I wondered if I
could even fly this airplane.
At about this time I was also get-
ting into serious bicycle racing
through my friend Phil Kittredge,
who was already the Connecticut
State Junior Champion. He was not
a pilot but agreed to be a partner in
this endeavor. Between us we came
up with $15 as a down payment,
which we gave to Steve with a
promise to get the rest as soon as
we could.
I went to work setting pins in lo-
cal bowling alleys and did some
caddying at Yale Golf Course, near
where I lived, both good jobs for a
teenager at that time. Phil and I
10 SEPTEMBER 2001
These two shots are from the
collection of Shelby Hagberg
and are of the very ship for-
merly owned by then 17-year-
old Ev Cassagneres. It's a 1929
Command-Aire 3C-3T, NC901 E,
serial number 614. Taken at
Curtiss Field on Long Island,
New York. The airplane was
painted with silver wings and
horizontal tail surface and a
red fuselage and rudder.
could not seem to raise enough
cash to satisfy the airplane owner,
so we lost out on the deal, and he
kept the 15 bucks. Of course, we
were devastated.
In the meantime a local affluent
gentleman, who also collected an-
tique automobiles, managed to
purchase the Command-Aire. He
had it moved out in the country, in
the town of Bethany. It sat there, out
in a field, with the wings laid out in
the grass of an open field, deteriorat-
ing in the elements. Occasionally I
would cycle out there to look at it,
touch it, and dream or fantasize.
On January 21, 1946, the new
owner, who knew who I was and
that I was interested in the airplane,
called me and asked if I was still in-
terested. He said he would sell it on a
trade basis. Needless to say, I would
come up with something.
I happened to have a French-built
"Automoto" bicycle that I was quite
fond of, but would be willing to part
with. It was worth about $80, so we
did an even swap. Now I had to find
a place to put it and figure out a way
to get it home, about 5 miles.
My friend Phil came to the rescue
again. You see, my own parents
never did own a car or have driver's
licenses. Phil had the use of his fa-
ther's 1937 Plymouth four-door car.
So we tied the tailskid in the trunk
with clothesline rope, and put the
wings on the roof, secured with ropes
tied all over the place.
We started out to drive the 5
miles to my house in Westville.
Well, two young sporty guys could-
n't just go straight there, and that
would be that, could they? We real-
ized that the local high school was
due out at 2:30 in the afternoon. So
we just happened to "detour" with
all of this interesting cargo over
some hills to the school, and we got
there just as the students were get-
ting out. Many we knew, and of
course we directed our attention
mainly to the girls. "So what's the
story?" they would ask, and that was
all we needed. We, ahem, had just
flown down from some exotic place
in northern Canada and planned on
rebuilding the airplane for some
other exotic adventure. It was amaz-
ing how convincing we could be and
how gullible they were. We did all of
this while wearing an old pair of gog-
gles and a helmet, and with
mischievous faces they still believed
us, so we let it go at that. We laughed
all the way home.
The airplane sat in my backyard
the rest of the winter as I worked on
it, although I really did not know
what I was doing. I did get the en-
gine running a couple of times. The
sound and smell was exciting, like a
concert orchestra to me. My parents
gave me a lot of encouragement and
enjoyed my project.
However, my enthusiasm and fan-
tasy of flight were not to last very
long. We lived on the third floor of a
three-family house, and the landlord
was not at all happy over this "kid"
having an airplane in the backyard
of our neighborhood. So, it had to
go. What to do? We did not own a
car, so no garage was available, and I
could not find any other suitable
This shot, taken at Curtiss Field as well, clearly shows the split-axle landing gear and Fokker D.vll-styled wing center section, as designed by
famed aero engineer Albert Voellmecke.
place for it. So, the bottom line was
simple-I had to sell it. And I never
even took a picture of it, nor did any
of the neighbors.
A schoolmate of mine by the
name of Billy Gilbert, also a stu-
dent pilot, showed some interest,
and he lived in the town of
Bethany. That town had a grass
runway airport , and it was one of
the oldest airports in New Eng-
land, where supposedly American
Airlines got started. Famous avia-
tors had flown out of there, names
such as Bert Acosta, Clarence
Chamberlin, Guss Graff, Jack
Tweed, Franklin T. "Hank" Kurt ,
Bob Noorduyn (Norseman), and
Batch Pond (Pond Creams). (The
Bethany airport managed to stay in
existence until the early 1980s.)
On May 29,1946, Billy Gilbert
came to the house with a farm rack
truck and $30, loaded up the air-
plane, and drove away. That was the
last time I saw it, as r stood there and
cried. However, I had hidden the
propeller in our basement and still
have it as a memento, in addition to
a section of wing fabric with the
black number NC901E on it.
So what became of that old air-
plane? Billy wen t into the Navy,
and his parents eventually sold the
ship to a local junk and scrap dealer,
who was mainly interested in the
OX engine. That was the end of it. I
searched many years later, but it
was gone.
Years later I came across many
Command-Aire photographs, and
the ones shown with this article are
all I have of that fond memory.
Sometime after that I owned a
1941 Waco UPF-7, which I made
my first dollar with by towing signs
allover the place out of the
Bethany airport, and then a 1936
Ryan ST, and now I have a 1953
Cessna 170B, which I fly often (my
first closed-in type).
Sometimes for old times' sake r
will fly the 170 with helmet and
goggles and white scarf and the win-
dows open. See, one never loses the
thrill of real flight .
In closing, I can say that if one
wants to fly bad enough, one will
find a way. It is a healthy disease
that can be most appreciated as you
feel the wind in your face up in the
air over our beautiful countryside.
What else do I do now for fun?
My new book, The Untold Story of
The Spirit Of St. Louis, will be out
next year, 2002, the 75th anniver-
sary of Lindbergh's epic flight. This
book has been a labor of love for
decades, and it will be published by
Historic Aviation Books.
When that is done I plan to write
the history of Command-Aire and
also some Connecticut aviation his-
tory. In particular, I'm going to
document the stories of the Cairns
airplane, the Kimball "Beetle" seven-
cylinder aircraft radial engine, the
Scorpion aircraft engine, the Bristol
gliders that were manufactured on
Edgewood Avenue near the Acme
Auto Top Company (see story), and
the Bourdon- and Viking-built "Kitty
Hawk" airplanes.
After that I "may" retire. .....
VINTAGE AIRPLANE 11
TYPE CLUB
SomeThoughts on Restoration and Airworthiness
Originally appeared in Waco World News, Vol . I, No. 36, MaylJune 2001
by Robert G. Lock
Restoring an airplane is a lot like
flying-hours and hours of some-
times boring work separated by a
few moments of stark terror. As one
approaches the end of a restoration
project, there comes a time for certi-
fication by the FAA, unless the
airplane has a permanent airworthi-
ness certificate . Receiving that
all-important permanent standard
airworthiness certificate is the final
objective. This article will give some
background on past certification
procedures, especially for airplanes
that go back to the beginning of
government rules and regulations.
Government's entry into avia-
tion essentially began with the
creation of the Aeronautics Branch
of the Department of Commerce.
Near the top of the agenda of the
new bureaucracy was the certificat-
ing of airplanes, pilots, and,
eventually, mechanics. Approved
type certificates (ATC) began in
March 1927 and continue to this
day. Registration numbers were re-
quired and were painted on the
wings and tail. The Roman capital
letter "N," denoting registration in
the United States, followed by the
letter "C" for commercial, "X" for
12 SEPTEMBER 2001
experimental, "R" for restricted,
and "L" for limited were adopted.
Design requirements needed for an
ATC were contained in Aeronautics
Bulletin 7, later 7A. ATCs were num-
bered sequentially beginning with 1
and ending with 817 (a new ATC
numbering system was introduced
after number 817). The certificating
of pilots and, later, mechanics
closely followed as the government
tried to regulate the beginning of
the aviation industry.
Obtaining an ATC to manufac-
ture and sell an airplane was costly,
even in the early days. Group 2 ap-
provals were awarded to a person or
company when only a limited num-
ber of aircraft were to be built, either
as a new design or as a modification
of an existing airplane being manu-
factured under an ATe. The Group
2 approvals were cheaper and easier
to obtain, but design and manufac-
ture were equivalent to approved
type cert ificates.
An important item to remember
is that if an airplane was designed
to Aeronautics Bulletin 7 or 7A, it still
must meet those requirements to-
day. So, for some restorers, a copy
of this manual is helpful.
Another bit of information criti-
cal to certification is that there were
no permanent airworthiness certifi-
cates in the old days. A
representative of the government
re-certificated the airplane annu-
ally, and a new airworthiness
certificate was issued. The paper-
work f i le in Washington, D.C.,
became immense. There was a file
folder for each registered aircraft,
and all hard copy paperwork was
meticulously maintained. Even
telegrams were retained!
Each file folder was a complete
diary of the airplane, from owners
to inspections and repairs. Some of
this data is available today on mi-
crofiche. For most all aircraft, the
original hard copy files have been
placed on microfiche, and then the
hard copy fi les were destroyed. I
have seen original files that are still
stored in Suitland, Maryland. Most
of those files are not on microfiche.
ATC data is also known as type
design data. Type design data can
be found in the Aircraft Listing, En-
gine Listing, and Propell er Listing
(for fewer than SO airplanes regis-
tered) and in the Aircraft, Engine,
and Propeller Specification Sheets
for the "middle-aged" aircraft.
For airplanes of this vintage, this
is the only source of data for the re-
storer. If you're really lucky, there
may be copies of original factory
drawings available as a valuable
supplement. However, most of the
factory drawings for many antique
aircraft have been destroyed. Fortu-
nately for Waco restorers, factory
drawings are available. Drawings
are invaluable when restoring old
airplanes. I searched for the Com-
mand-Aire drawings, but
determined that they had all been
destroyed. However, in my search I
did locate some valuable type de-
sign data from a most unusual
source, which might be fuel for an-
other story.
In the mid 1930s the aviation in-
dustry continued to grow. By an act
of Congress the government cre-
ated the Civil Aeronautics
Administration (CAA). The CAA
took regulations created by the
Aeronautics Branch of the Depart-
ment of Commerce and expanded
its bureaucratic role in aviation. It
created Civil Aviation Regulations
(CAR) and Civil Aviation Manuals
(CAM). Requirements of approved
type were now contained in the
CARs. CAR 3 was certification for
small aircraft. Also to appear was
the "mechanics bible," CAM 18,
which spelled out requirements for
major repairs to aircraft. This publi-
cation evolved into the present FAA
Advisory Circulars AC43.13-1B and-
2B, which give data on major
repairs and alterations.
The annual re-certificating of air-
craft was still required, and a new
airworthiness certificate was given
to the owner after the airplane was
approved for return to service. As
the workload increased, a new
method of certificating was created.
DeSignated aircraft maintenance in-
spectors (DAM I) were selected to
take over the re-certificating duties.
These were well-experienced air-
craft and engine (A&E) mechanics
that were hand selected by local
CAA maintenance inspectors. The
airworthiness certificate was still is-
sued every year, but in the
mid-1950s, about the time that the
Federal Aviation Agency (FAA) came
to power, things began to change
for airworthiness certificates. They
became permanent. The aircraft
could be re-certificated every year
by a DAMI, and later by an FAA air-
frame and powerplant (A&P)
mechanic who holds an inspection
authorization (IA). So today, the
A&P with IA can return to service
annual inspections, many major re-
pairs, and some major alterations.
Congress created the Federal Avi-
ation Agency in 1958. Soon after
the word II Agency" was dropped in
favor of II Administration." And
government control and bureau-
cracy continued to grow ever larger.
While we are on the subject of
the FAA, perhaps an easy method to
distinguish differences between ma-
jor repairs and major alterations is
to apply the following:
If the repair returns the aircraft
to its original type certificate, af-
fects airworthiness, and cannot be
done using elementary techniques,
then it is a major repair.
If the repair (or modification) al-
ters conformity to the original
type design data, then it is a major
alteration.
If an A&P mechanic cannot ap-
prove a major repair or major
alteration, then a "field approval"
by an FAA maintenance inspector
must be obtained. Sometimes this is
more complicated than can be
imagined. Maybe a future story on
FAA field approvals would prove in-
teresting.
If an aircraft has never had a per-
manent airworthiness certificate,
then one must be obtained. Here
again, the FAA issues this certifi-
cate. To obtain that treasured piece
of paper, you must fill out an appli-
cation and prove that the airplane
conforms to its type certificate.
Sometimes this is very difficult. Es-
pecially if the original type design
data is incomplete or missing. I
have seen file cabinets in FAA head-
quarters with drawers containing
type design data. Just like Joe Jupt-
ner's U.S. Civil Aircraft books, each
drawer had a folder with the ATC
number on top. Some of the folders
contained data, while some were
empty. When the folder was empty,
the FAA had no type design data
other than data that was published
in Aircraft, Engine, and Propeller
Listing, which is not very much.
For the coveted permanent air-
worthiness certificate, an FAA
representative will conduct a con-
formity inspection. The basis for
the inspection could be one or
more of the following: FAA Air-
craft, Engine, and Propeller Listing
or Specification Sheets, microfiche
of original aircraft records contain-
ing airworthiness and registration
data, factory drawings (if available),
and aircraft and engine operating
limitations.
In addition, current weight and
balance calculations with critical
forward and aft loading (if re-
quired), a loading schedule (if
required), and appropriate placard-
ing must be included. A list of
required, optional, and special
equipment must accompany the
weight and balance data. And lastly,
FAA Form 337 (Major Repair & Ma-
jor Alteration) must be completed
by the supervising A&P/IA. Aircraft
and engine logbooks must have ap-
propriate entries made, and
registration data must be shown.
After many months (or should I say
years) of restoration work, perhaps
that small piece of paper that says
PERMANENT AIRWORTHINESS
CERTIFICATE-STANDARD is now
in your hand. Categories of the air-
worthiness certificate are NORMAL,
UTILITY and ACROBATIC. ....
VINTAGE AIRPLANE 13
Mike Sleineke
Y
eah, we'll
just strip it
and paint it.
Shouldn't take more
than a month.
That's what Ronnie Cox and Greg
Davis of Ft. Lauderdale, Florida, said
about their 1962 250 Comanche.
Sound familiar? That kind of com-
ment is right up there with, "We'll
just clean up a few of the instru-
ments," or "Gee, wouldn't it look
better with a new windshield?"
Not once in the history of vin-
tage/ conternporary airplanes has
anyone:
1. Removed just one part, painted
it, and put it right back on without
removing a bunch more first.
2. Started to do just one restoration
operation, e.g. re-bush the landing
gear, and done only that one thing.
3. Taken an engine off, overhauled
it, and put it back on, without redo-
ing everything in sight.
4. Reupholstered just the front
seats and stopped there.
You get the picture. Airplanes are a
lot like tar babies, and once you get
your fingers into them, they generally
suck you in right up to your navel
and don' t let you go until there's
nothing left to do.
Ronnie and Greg were both look-
ing for a serious cross-country
airplane they could use to run from
Florida up to Ronnie's summer house
in the Michigan islands. Ronnie had
owned three Comanches in the past,
so that was his bird of choice. For
Greg it would be his first airplane
ownership.
Ronnie had a long history of air-
plane ownership and involvement
because his dad was heavily involved
in aircraft and used to fly him all over
the country. Plus, he owned a long
string of airplanes including a PT-19
and " ... a bunch of Pipers, including
Tri-Pacers, Pacers, and such."
Ronnie started flying, while he
was still based in Ohio, in the 1960s,
16 SEPTEMBER 2001
The 2S0-hp six-cylinder Lycoming gives the Comanche Bonanza-rivaling speed (a cruise of 161
to 181 mph) and a useful load carrying capacity of up to 1,200 pounds.
Updated radios and a refurbished interior make the Comanche a comfortable cross-country
speedster.
and his wife and son learned to
fly from the same CFI who
taught both his father and
him to fly.
Cox, an elec-
trical engineer
by training, had
started his own en-
gineering business years ago and even
worked a Seneca II into it for corpo-
rate transportation, so by the time the
1962 Comanche entered thei r lives,
he had 5,500 hours of flying time. He
recently sought a change in career
and sold his business to fly for a com-
muter airline.
Ronnie also had a business build-
ing engines for drag racers that Greg
said, " ... really helped, because Ron-
nie just has a feel for what has to be
done to a machine mechanically to
make it right."
Cox enjoyed rebuilding airplanes
almost from the beginning, and his
total restoration of a Cessna 140 won
a Lindy Award as recognition that he
was a hands-on kind of guy who
farmed out as little of his airplane re-
building projects as possible.
However, it was in looking for a little
help while his son and he were re-
building his son's Cessna 120 (which
also won a Lindy) that he met Greg
Davis.
"We needed to have some alu-
minum bent to make up a new spar
doubler for the 120," Ronnie said,
"and someone suggested we contact
this guy on the other
side of the field." Ronnie
laughed when he said this, in-
dicating something was coming.
"We walked in with the original
doubler in our hand, which was a lit-
tle crude, and showed it to Greg. This
was the first time I'd laid eyes on
him," Ronnie said.
"He looked at the doubler, threw it
down, and said, 'No, I can't make
something like this. ' I thought he was
joking or something. Then he said, 'If
I make it, it'll be better than that.'
Greg can be a little cantankerous,"
and Ronnie Cox laughed again.
Greg Davis has run Davis Aircraft
Services in Ft. Lauderdale since 1985,
and he specializes in doing structural
repairs on corporate airplanes. As
such, he has developed both the facil-
ity and ability to do practically
anything with sheet metal. So, be-
tween Ronnie's mechanical ability
and Greg's feeling for sheet metal ,
there was practically nothing they
couldn't do to a little airplane.
"I had been part of an RV-4 build-
ing project, but got out of it because I
was just too busy flying a friend's Pitts
S-2B," Greg explained. "He said I
could fly it as much as I wanted, so I
started competing, and between that
and work, I didn't really have the
time to own my own airplane."
There was something about the
chemistry between the two men that
prompted them to want a cross-coun-
try airplane that" ... could carry two
guys, 120 gallons of gas, and our bag-
gage." Enter the Comanche.
They ran into the airplane in Au-
gust 1992, and ".. .it was a really sad
example of the breed, but the price
was right and the sheet metal looked
good. Also, it had no corrosion."
Then they started comparing the
logbooks to the actual airplane and
found that someone had a fanciful
imagination when it came to the defi-
nition of airworthiness directive (AD)
compliance. "The Comanche has a
bunch of fairly serious, and expen-
sive, ADs," Ronnie pointed out. "Over
the years, someone had been signing
off the ADs, but not doing them." As
they put it, the airplane had about 25
years of "pencil maintenance."
"We found a perfect example of
how well this airplane was main-
tained when we replaced the tires.
One of the tubes was dated 1962 and
had been on the airplane since it was
built!" Greg said.
The airplane had also been landed
gear-up at some point in its career.
Again, the previous keepers of the
logs didn't see fit to mention this lit-
tle incident. "There were a bunch of
scab patches on the belly we had to
get rid of, and we put new gear doors
on it."
Their approach to the sheet metal
was simple: If a panel needed a repair,
they would just replace the panel.
"We re-skinned part of the turtledeck
VINTAGE AIRPLANE 17
WHATOUR MEMBERSARE RESTORING
by H.G. Frautschy and Norm Petersen
AERONCA 7DC
Sitting on the grass at Lee Bottom Airport near Louisville, Kentucky, Mark
and Wendie Paszkiewicz's (VAA 580997) 1946 Aeronca 7DC is ready for a
flight in the warm hazy skies along the Ohio River. First delivered as a 7 AC
to a Phoenix, Arizona, flight school in 1946, with the installation of a Con-
tinental 85-hp engine it became an Aeronca 7De. Partially restored when
they bought the project, Mark and Wendie couldn't resist rebuilding some
parts. Now they fly the Champ around to local fl y-ins and just have fun in it
after work!
CHAMPION7GCB
Posed in the afternoon sunshine of Sky
Harbor Airport in Duluth, Minnesota, is a
beautiful 1962 Champion 7GCB,
N9912Y, serial number 7GCB-133,
mounted on an immaculate set of PK-
1800 floats. Recently re-covered and
painted by veteran mechanic Don Macor
(VAA 28788) of Duluth, Minnesota, this
particular aircraft is quite rare in that it
has only 706 hours total time on airframe
and engine, has a factory original outside
baggage compartment door, and is one of
only six 7GCBs remaining on the U.S.
Register. In addition, during its entire 39-
year lifespan, only one authorized
inspector's name is in the aircraft log-
books-Don Macor! Don reports the
airframe was in very good shape with
only minor surface rust on a few places.
The covering is Ceconite 101 with bu-
tyrate dope in Daytona white, Miami
blue, and black trim. Note the seaplane
auxiliary fins on the stabilizers, necessary
with the added mass of the floats ahead
of the CG.
Unusual to this model of 150 hp
Champion is the outside baggage door on
the right side of the fuselage, seen here in
the open position and ready for access to
the baggage compartment.
VINTAGE AIRPLANE 19
because we removed
the beacon. It takes al-
most as long to patch
the hole correctly as it
does to replace the en-
tire panel, and then
you don't have that
ugly patch up there."
The same thing
held true for the cowl-
ing, which they say is
a weak point in a Co-
manche. Building a
new one consumed
an enormous amount
of time.
"Comanche control surfaces are re-
ally thin, mostly .016 and .020, so it
doesn't take much to bend them up.
This airplane had apparently seen
some hail that was heavy enough to
dent the control surfaces, but not the
rest of the airplane, so," Greg said,
"we re-skinned most of the control
surfaces."
Early in the project, when the pair
realized the airplane was going to
take more than simply stripping and
painting, they decided on a specific
goal. "We wanted to make it a truly
modern airplane, almost a new one,
so we could depend on it. So, we did
everything but de-mate the wing. We
removed every single wire and sys-
tem in the entire airplane and rebuilt
every part of it," according to Ronnie.
"When it came to the avionics,"
Greg said, "it was really grungy. It
had Mark 12 radios in it, and by the
time we were done removing layers
and layers of old wiring, we took
about SO pounds of wires out."
Part of making it a modern air-
plane meant building reliability into
everything ahead of the firewall. "We
put a 260-hp exhaust system on it
along with a lightweight starter, new
mags, and, most important, we put a
new fuel pump on it and had it flow-
checked. We've had some really
tragic accidents in the Comanche
community because the fuel pump
was working, but it wasn't putting
out enough to feed the engine at
takeoff power."
According to the pair, the landing
18 SEPTEMBER 2001
gear is another area that needs careful
examination because it wears out
quickly. "We pulled every bushing
and part of the gear and found that
much of it was really sloppy. This
makes it hard to rig and contributes
to gear collapses. We don't know the
history to our airplane's accident, but
that could have played a part."
Naturally, everything in the inte-
rior was replaced, including a new
panel with modern everything, and
they installed shoulder harnesses at
the same time. To keep their passen-
gers happy, they installed a small TV
set with a VCR in the back seat. They
also installed a 1/4-inch thick, big
windshield and routed the edges
down so it would fit flush into the
original mounting channels.
It took five years to get the air-
plane ready to fly, and then it took
another three months to get the pa-
perwork completed. "We filed eight
337s and one field approval. Because
I do so many similar things with the
corporate aircraft, I just approached
this one the same way," Greg Davis
said. "I filed them all through a DER
(deSignated engineering representa-
tive), but rather than doing them
locally, I invited the FAA to come up
and take a look at the airplane."
They are obviously proud of the
FAA's reaction to the way they ap-
proached their project. II After they
came up the first time, they brought
another group of guys up to take a
look at it. They told us they wanted
everyone in their office to see this be-
cause this is the way
they like to see an air-
plane and the sup-
porting paperwork
done." Seems like
there's a lesson for the
rest of us in there
somewhere.
Ronnie Cox said,
"The Comanche is a
great airplane, but like
all airplanes, if it needs
extensive work, it can
be really expensive if
you don't do it your-
self. There's an old
saying about Piper products, 'Made
by farmers, for farmers,' and it's true.
The airplane is really easy to work on,
but the best thing you can do is make
sure you get a good airplane in the
first place."
Cox has a number of pOints that
he said every wannabe Comanche
owner should satisfy before he or she
buys a particular airplane. Besides the
normal, over-all condition stuff that
affects every airplane, there are some
specifics, which include:
AD list and compliance-Under-
stand what airworthiness directives
affect the airplane and make sure
they were actually done.
Gear condition-Look for
cracked knuckles and measure as
many internal dimensions as pos-
sible.
Gear-up damage-Gear-up land-
ings often crush the structure that the
gear motor is attached to. Make sure
it was repaired properly.
Flap track condition-The flap
tracks wear and need to be carefully
checked.
Flap motor-The flap actuation
system and especially the motor have
to be checked for condition.
The Cox/Davis Comanche has
more than 200 hours on it now, and
its owners (or should they be called
creators?) say it does exactly what
they wanted it to do. It lets them go
long distances in comfort, and they
have the peace of mind that comes
from knowing everything within that
airplane was done right. ....
CHAMPION 7ED/7FC
Owner/pilot Mike Foote (VAA 365457) wrote to us concerning his terrific restoration:
IIManufactured by Champion Aircraft in 1959
/
N8539E began life as a Tri-Champ. In 1983 it was convelted to a tai/drag-
ger
l
but only 12 short flight hours later life changed dramatically for N8539E when it was severely damaged in a windstorm.
The ownerls initial impression was that it would never fly again. The remains went through several owners, each intent upon
restoration
l
but finding the task a daunting one
l
each chose instead to pass it along to someone else with more ambition. My
tum came in July of 1995. After 15 months ofintense restoration efforts, N8539E became a plane again on October 26
1
1996.
1flew the plane from my home base in Olathe
l
Kansas, to Oshkosh in 1997 and had it judged in the Contemporary category.
My efforts were rewarded
l
as the Champion was selected as the Outstanding Champion aircraft for that year. It is still going
strong and is just as satisfying to fl y today as it was for the first time. II
TAYLORCRAFf
DC-65
Chet Peek (VAA 13458), author of
terrific books such as The First Cub
and Resurrection of a Jenny, has got-
ten back into flying after losing his
airplanes and Norman, Oklahoma,
hangar during a tornado in 1998.
Chefs bought Bruce Bixler's Taylor-
craft DC-65. This DC-65 is one of
the rare early Taylorcraft Tandems,
which had aluminum spars and ribs.
A few in the same series became the
first Taylorcraft L-2 liaison airplanes.
Chefs airplane is finished in the
Civilian Training Program's colors
of blue and yellow.
20 SEPTEMBER 2001
SeptemberMysteryPlane
by H.G. Frautschy
This month's Mystery Plane is a
rare metal plane from the collection
of Pete Bowers.
Send your answer to: EAA, Vin-
tage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Your an-
swer needs to be in no later than
October 15 for inclusion in the De-
cember issue of Vintage Airplane.
You can also send your response
via e-mail. Send your answer to
vintage@eaa.org.
Be sure to include both your
name and address (especially your
city and state!) in the body of your
not e and put "(Month) Mystery
Plane" in the subj ect line.
Plenty of you knew the June Mys-
tery Plane, surely one of those
"Don' t you wish there was just one
of th ese left?" kind of airplanes.
Here's our first letter:
The Mystery Plane in the June 2001
edition of Vintage Airplane is an Ire-
land N-2 Neptune.
IrelandN-2Nep
VINTAGE AIRPLANE 21
G. Sumner Ireland had
been an engineer for Curtiss
up to 1926. He later formed
Ireland Aircraft Inc. , at Cur-
tiss Field, Garden City, and
marketed th e Ireland
Comet, Meteor, Privateer,
and Neptune. Th e N-2B
Neptune (circa 1927) was a
four-place amphibian pow-
ered by a 300-hp Wright
J-6, while the N-2C Nep-
tune was a fiv e-place
amphibian with a 450-hp
P&WWasp.
Thomas H. Lymburn
Princeton, Minnesota
And more on the various models of
the Neptune:
The June Mystery Plane is the Am-
phibians Incorporated Model N-2B or
N-2C with either P&W Wasp engine
or the Wright Whirlwind 300 in the
five- or six-place amphibian. Modifica-
tions from the Ireland Aircraft Inc.
Model ND5-ND6 include strut covers
and increased bow angle on the tip
floats and an extended main hull float
behind the step. The three views are
from the Aircraft Yearbook 3- Vi ew
' .'
:.. . r ~
,t ~ ;
r-- 7 c
r
:---1
~ 3 ~ ~ ~ ~ ~
Drawings 1903-1946.
Russ Brown
Lyndhurst , Ohio
With Juptner's U. S.
Civil Aircraft, this one
didn't take long to iden-
tify . Vol. 2, pages
151-153, for ATC #153
des cribes the Ireland
Neptun e N-2B. With
enough clarity in th e
photo to note the license
as NC-88K, it's listed as
L ____v
production number 43
22 SEPTEMBER 2001
and had a 300-hp Wright J-6 engine
(affi rmed by the long rocker-box eav-
ers) . (Abo ut thi s time some models
were being upgraded with a 450 P&W
Wasp for the model N-2C-ATC
#248.)
I've always been very appreciative of
Joe Juptner's good coverage of all the
ATC'd U.S. aircraft. Over the years I've
been building scale models of more ob-
scure aircraft as a hobby. I've drawn
many of my plans from photos and di-
mensions in U.S. Civil Aircraft. In
fact, I have a plan I drew for the Nep-
tune N-2C, though I've not built it yet.
That's why I recognized the June Mys-
tery plane was a Neptune. I lived in
Ecuador for about 45 years and made
most of the models of jungle hard-
woods in 1:32scale.
Bub Borman
Dallas, Texas
June's Mystery Plane was easy. It is
Ireland's Neptune NC-89K, shown on
page 143of u.s. Civil Aircraft, Vol. 3
by Juptner. Both pictures were probably
taken the same day. Note the man at
left in both pictures, same suit, hat,
and tie. Note the taped wire or tube on
left wing forward strut.
Excuse this old typewriter. I'm 81
and darned ifI'll get a new one now.
Good magazine, good association,
good people. Thanks.
Albert B. Aplin
Chuluota, Florida
Just a note to say I think the June
Mystery Plane is one of the Ireland Air-
craft Inc. Neptune series.
G. Sumner Ireland's ideas on flying
boats pre-date this N-2C version by
several years, so the name was not
new to aviation.
Th e N-2C for the June issue was
one of about nine built in late 1929
and the early 1930s.
It was powered by a 450-hp Pratt &
Whitney Wasp and had a chromoly
frame, around which were bulkheads
of duralumin to which were fastened
formers and then the outer aluminum
skin.
Hope this entry will serve to put me
in the "winner's circle." But then you
always are when you join the V AA.
JohnKennelley
Norwalk, Iowa
Othercorrectanswerswere re-
ceivedfrom FrankAbar, Livonia,
Michigan; HarryBarker, WestMil-
ford, NewJersey; Owen Bruce,
Richardson, Texas;John Beebe,
WhiteStone, Virginia; Ben Bow-
man, Cornwall, Pennsylvania;
JohnE. DeWan,Towanda, Penn-
sylvania; MartyEisenmann, Alta
Lorna, California; Ed Kastner,
Elma, NewYork; WilliamR. Knox,
Woodstock, Georgia; Roger L.
Miller, Middletown, Ohio;Anna F.
Pennington, Wilmington, North
Carolina;JohnRowles, Bemidji,
Minnesota; WayneVan Valken-
burgh,Jasper, Georgia. ~
The"OSKnow
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VINTAGE AIRPLANE 23
PASSIT TO BUCK
by E.E. "Buck" Hilbert, EAA #21VAA #5
P.O. Box 424, Union, IL60180
Feedbackon LooseFabric
We've gotten plenty of com-
ments about the article concerning
bulging fabric. While it wasn't part
of my column originally, many of
you have addressed your comments
to me, so I'll check in on the fre-
quency.
Before we get to that, I'd like to
update you on the status of our
Champ airworthiness directive
compliance. It went fine, as you
may recall reading in my July col-
umn, but a funny thing happened
after flying a bit in the rain-the
paint we sprayed over the patches
has started to come off! Dang! Us-
ing MEK, I thought I'd completely
removed the lemon-scented furni-
ture polish I use regularly to clean
the leading edges, but I guess I was
wrong. The paint on the leading
edges is beginning to peel. H.G.
and I wonder if they put any sili-
cone in the polish. Doesn't say so
on the can, but maybe it's a "secret
ingredient." The peeling paint
makes the new name (see photo
on page 26) for the Champ even
more accurate!
Let's get on with the loose fabric
discussion.
24 SEPTEMBER 2001
First, loose fabric is a hazard for a
couple of reasons. Loose fabric can
chafe against fairing strips and fas-
teners, weakening it. If a fabric edge
is caught in the slipstream, it can
easily be torn away. The results can
be disastrous. If it gets tangled up
with a control surface, it can even
cause a loss of control, and at the
very least the loose, wildly flapping
fabric can be a huge distraction.
Here's what some others had to say.
I can't say I agree with everyone's
comments, but it certainly is inter-
esting to see how fabrics are being
applied in shops around the world.
Here's our first note:
You must have received a lot of
comments about the Stinson's bulging
fabric. I'll give you my ~ worth.
I've re-covered at least four during
the past 45 years and dozens of re-
covering jobs on many types of
aircraft. I've used cotton, Irish linen,
Ceconite, Razorback, and Stits. I'm
sticking with Ceconite 101, which [
like best. I like the smell of dope, be-
sides all the other good features.
When I tighten Ceconite I set my
iron at 400F to 450F. ] do the initial
tightening with a heat gun. Then]
work it with the iron evenly until]
can "feel" the right tautness. That's
just the right drumming sound and
feel. After the first coat of primer ni-
trate dope, there may be a few slack
areas. I then go over them again, but
never holding the iron in one place
very long.
Every Stinson I re-covered had
'screws on the four stringers on top of
the fuselage from the windshield, back
about 3 or 4 feet spaced 3 or 4 inches
apart. ] just looked at three Stinsons
on our flight line, and they all have
the screws.
Don Macor
Duluth, Minnesota
Don's method might work well
for him, but I'd hesitate to suggest
it to anyone else. In particular, the
use of a heat gun is prohibited in
the Poly-Fiber and other process
manuals that deal with the installa-
tion of Dacron fabric. Uneven heat
application is the reason it is dis-
couraged. I'd also point out that
the Cooper Superflight manual ,
among others, highlights the fact
that Dacron fabric will start to m ~ l t
when heated above 450F. That's
why Don says he does not linger
too long when shrinking the fabric
with an iron set above 400F.
I just received my July issue of Vin-
tage Airplane. I always look forward
to its arriva l. That cover photo of the
Stearman is beautiful! Hats off to Jim
Koepnick, who does such a great job
ofphotographing these old planes.
I was drawn to the article on page
4, "Is that Covering too Slack?" I have
an uncovered Stinson 108-3 sitting in
my garage, so perhaps I can shed some
light on some of the details about cov-
ering the Stinson 108 series. In the
article, someone said, "I'd be tempted
to rib-stitch the fabric to the upper
stringers on the fuselage." I'd suggest
avoiding that temptation! The Stinson
used #4 PK screws to attach the fabric
to the ribs and to the stringers above
the fuselage. I know because I have a
coffee can with hundreds of these
screws that I removed from my plane.
Above the fuselage there are four hat-
section aluminum stringers. On my
Stinson, the fabric was attached to
each of these stringers with 10 PK
screws at 3-inch intervals, beginning
aft of the leading edge and running
back just aft of the rear spar. I believe
that's how it was done originally. I
would not suggest rib-stitching be-
cause the sharp edges of the
hat-section stringers would cut the
lacing. And of course, there is the
matter of legality. Rib-stitching would
be a modification from the original
construction, certainly not appropriate
in this situation.
The photo on page 5 shows appar-
ent ballooning of the fabric over the
cabin area of the fuselage, but there's
more to this than meets the eye. At
the Stinson factory, a blanket of fiber-
glass insulation was installed above
the cabin. Old photos show this insu-
lation installed above the stringers. I
believe the fabric was then attached
through the insulation to the stringers
with the PK screws. That "puffy look"
above the cabin may be caused (at
least in part) by the insulation. I've
We had a couple of folks ask if we could show a comparison shot highlighting loose fabric,
with the Stinson as an example. In 1999, EAA's crack photo staff took air-to-air photos of a
couple of Stinsons. The top photo shows the fabric ballooning above the cabin. In the lower
photo the airplane, restored by noted Stinson 108 rebuilder Butch Walsh of Arrington,
Virginia, clearly shows the #4 PK (Parker-Kalon) screws that secure the fabric to the cabin roof
stringers before the finishing tapes are applied.
VINTAGE AIRPLANE 25
discussion. I'm sure there are others
out there who know more about this
than I do. I'd enjoy hearing from any-
one interes ted in Stinsons. I have a
website that I call Hangar 9
Aeroworks. It features my project and
other information on the 108-seri es
Stinsons. The URL is: www.hangar9
aeroworks.com.
John Baker
Damascus, Maryland
Dip and H.G. were the first to
agree with the members who wrote
and called in to take them to task
for not confirming the exact
method of attachment used by
Stinson. The intent of the original
write-up was not to compos e a
Stinson maintenance manual , but
to highlight the hazards inherent
in any fabric job that is not prop-
erly installed. Our comments were
meant to elicit a response from the
membership, including experts
like Butch Walsh. Boy, did they
ever respond!
Each of us is required to confirm
the exact methods us ed by the
manufacturer or subsequently ap-
proved modifications and to
scrupulously duplicate those meth-
ods. The type certificate, drawings,
and other information are oft en
seen Stinsons with the original type
insulation that had the "puffy look"
while sitting quietly on the ground.
Dip Davis is correct that the Stin-
son did not originally cover the tanks
on the 108s, though I've seen many
restorations with the tanks covered.
There can be a bit of a problem with
fabric tapes not adhering well to the
perimeter of the tanks. In fact, I had a
few tapes come loose once on a trip to
EAA Chapter 643 's fl y-in at
Pittstown, New Jersey, in 1993. A lit-
tle contact cem ent and some help
from Chapter 643 got me back home
okay. Shortly after that, I decided it
was time for a complete re-cover job.
Here 's one more item about bal-
looning fabric on the Stinson 108s
that I learned from Stinson guru Butch
Walsh: The cabin fr esh air intakes
are on the leading edge of th e wing
(as shown on page 17 of th e March
issue of Vintage Airplane) . Th ese
vents feed into a chamber inside the
inboard rib bay. This chamber is not
sealed very well, so forced air spills
out into the wing as well as into the
cabin. Taking care to seal this cham-
ber can eliminate some problems with
fabric on the inboard portion of th e
wing and will provide more fresh air
in the cabin.
I hope this will contribute to the
26 SEPTEMBER 200 1
After we compiled with AD 2000-
25-02 the Champ looked a bit
more shop-worn, so we gave it a
new name.
available from the type
club for your particular
model.
Don't blindly follow the
lead of someone who may
have restored the airplane
in the past-they ma y
have missed something
that is required . How
many times have you seen
a poorly placed inspection
hole, onl y to hear , II But
that was the way it was in-
stalled on the airplane
when I got it! /I Only the
factory drawings and any
supplemental type certifi-
cates (STC) or other
approved modifications can
change the aircraft's legal configu-
ration, and the method of fabric
installation is part of that configu-
ration.
As both H.G. and I have pOinted
out in the past, the covering sup-
pliers have specific instructions on
how their covering methods are to
be installed. Since covering with
the Poly-Fiber, Cooper Superflight,
Ai r- Tech or other processes wer e
not included in the type certificate
for the airplanes that we were deal-
ing with here, an STC for their
installation was obtained by the
respective companies. If their
method is not followed, you run
the risk of having the covering job
re ject ed by an IA (A&P with in-
spection authorization) mechanic
and/or the FAA for not conform-
ing to the STC. If an STC'd part is
installed on an aircraft and the
methods spelled out in the STC
are not followed, the aircraft is un-
airworthy. Un-airworthy aircraft
don't have very good resale values,
and besides, you can' t fly them.
And that's the point of all of thi s,
right? Let ' s get out ther e, do it
right, and fly safely.
Over to you, f( ~ t d ~
NEWMEMBERS
Robert Bowman
................Edmonton,Alberta,Canada
RobertIanMorrison
....................... . Delia, Alberta,Canada
EdwardA. Campbell
.... ........... ..... ................Anchorage, AK
SidneyE. Mack ... .. ....... ..Phoenix,AZ
John M. Gillespie ....MapleRidge, BC
LoganBoles ....................Tiburon,CA
PeteBongard... ... BermudaDunes, CA
TomE. Brown .............. Coalinga,CA
W.E. Gamble..............SanDiego,CA
SergeGenitempo.... ..... ... Burbank,CA
HaroldHolienbeck....... .....Elverta, CA
JeffMoffatt ... ...... ... ........SanJose,CA
MikePetry ... ..... ............ ..Fontana,CA
Donald Ridenour ... ...Sacramento,CA
Joseph Scheimer ........Gold River, CA
Mike Sheehan .... .... ........Carlsbad,CA
Craig1. Tabery
... ....... ... ......... ......FootHill Ranch,CA
TammyWilliamson.. ..Brentwood,CA
StevenSemenuk........Wilmington,DE
GregoryT.Davis
....... ... ............ ......FortLauderdale,FL
JamesE.Hall ....................Naples,FL
JamesF.Miller,III
...................... .. .... .. BoyntonBeach,FL
NelsonThomas................Margate,FL
ScottE. Solberg
... ... .... .. ......... .........Lawrenceville,GA
BryceD. Ulmer... .....Stockbridge, GA
DanHassenger............ ..SiouxCity,IA
CharlesL. Farrey.... ..... ..... .... Athol ,ID
EdwinF. Bobeng .. ........ ........Elgin,IL
RonBrushwitz ..... ......... ......Salem,IL
WilliamM. Costello ..... ...Chicago,IL
LarryE. Levine .. ......... .....Chicago,IL
Allan1. Mirkin..... .... .....Wauconda,IL
JerrySzesko.. ..... ... ......... ...Chicago, IL
JamesF. Thompson ..........Roberts, IL
RobertZacek ...... .. .... .. TinleyPark,IL
LarryL. Murdock ..........Lafayette,IN
RogerRigg .. ................Valparaiso, IN
John1. Dowd... ..... .. ........Syracuse,KS
CarsonV. Baker .. ... ...Crestwood,KY
David Hunt .. ................Louisville,KY
HaroldA.Campbell..... ... Bethany, LA
TenyDoehling... ........ ...Lafayette,LA
Davi dT. Healey .... .... ..Lynnfield,MA
Michael R. Rome ..........Walpole,MA
JosephineM.Clark
.. ........ .. .............. ... ...TraverseCity, MI
Melvin1. Hutchinson ..... ... ..Alma,MI
David Johnson...... ....SouthHaven,MI
Brandon W. Robinson ......Homer,MI
DennisSumner..... ... ..........Canton,MI
GregoryT. Hitchcock
.......... ........... ...........Bloomington,MN
DonParsons ................St. Peters, MO
JohnM. Zook...... ....... . Theodosia,MO
Russell Melvin...... .... .... ... . Oxford,MS
DaleW.Weaver......... .... ... Macon,MS
DanaNarkunas..........Franklinton,NC
DeirdreStrickland ... .....Charlotte,NC
Stephen F. Christy..........Lebanon,NH
FrancisO' Hara ... .........SeaBright,NJ
BurtCosgrove ........Albuquerque,NM
SteveHamilton ... ... .. CarsonCity,NV
BobD. Howell .... ........ .. ..... .Reno,NY
EdmundSmith.... .... ... . Henderson,NY
MatthewE.King............... .Tivoli,NY
DionMarshall........Poughkeepsie,NY
DavidE.McIlvaine
.... .... .... .... ... ... .. .... ... ... Wadsworth,OH
RichardReinhart ........ Cincinnati,OH
GlenTomlinson ........... ... Marlow,OK
KirbyL. Anderson......Mattawana,PA
Earl Buck,Sr.............LittleMarsh,PA
RobertEnglish..... .... .... ... Franklin,TN
CharlesHand..............Clarksville,TN
William1. Lange ........Clarksville,TN
JohnBell .. ........... ... ..... . Ft. Worth,TX
LewisR. Fisher........Friendswood,TX
ThomasP. Jacomini.. .. ....Houston,TX
CarlaPayne ............ ... . FortWorth,TX
RichardP.Reitz... ..... .. .... Houston,TX
Kenneth Rucker... ..... .... .... Rhome,TX
1. Michael Spraggins..FortWorth,TX
CharlesH.Swartz ..... .. .... .....Katy,TX
WalterPetersen.... .... FalisChurch,VA
AlanBarnard....... ... PortAngeles,WA
Raymond E. Dean....... ... Yakima,WA
SandraD.Hughes......... .....Lacey,WA
TedKenoyer ... .. .... ...........Seattle,WA
AlanK.Macon.. EastWenatchee,WA
DennisMcCormick.... Mc Kenna,WA
JonT. Salisbury ............BuckIey,WA
BernieSanders........FederalWay,WA
CurtTronsdal ....... .........Conway,WA
CharlesWilson.. ... ... Woodinville,WA
Danny1. Forsberg........IronRidge,WI
WyattV. Hadorn .. ... .......Augusta, WI
Ronald Kaziukewicz ......Superior,WI
Dr. John A.Whipp ......... . Lander,WY
VINTAGE AIRPLANE 27
SEPTEMBER 14-16- Watertown, WI(RYJ1 - 17th SEPTEMBER22- Asheboro,NC- Aero/est2001 -
AnnualByronSmithMemorialMidwestStinson Re- OldFashion GrassFieldFly-In andPigPickin'.
Fly-In Calendar
union. In/a: NickorSuzette, 630/904-6964. EAA Ch. 1176. In/o: 336/879-2830.
Thefollowinglistofcomingeventsisfurnishedto SEPTEMBER I5-Moriarty,NM- Land0/Enchant- SEPTEMBER22-23- Riverside, CA - EAA Ch. Olle
ourreadersasamatterofinformationonlyanddoes
mentFly-In /Young Eagles Rallyat theMoriarty Open HouseandFly-Inat FlabobAirport(RlR).
MunicipalAi/port(OEO). Homebuilts, classics, FreeAdmission. Saturdayeveningbanquettickets
notconstituteapproval, sponsorship, involvement,
warbirds. militGlYvehicles, classiccars&motorcy- maybepurchasedin advance. Info: 909/682-6236
controlordirection ofanyevent(fly-in, seminars,fly
cles. Freeflights to kidsandteenagers (8-17). 8am oreaachapterone@yahoo.com.
market, etc.) listed. Pleasesendtheinformation to
pallcakebrea"fasl,pigroastatdusk. In/o: 505/296-
SEPTEMBER28-29- Visalia, CA - Vintage YearsAir
EAA, All: Vintage Airplane, P.O. Box 3086.
5050ornetrick@thuntek.net.
&CarShowat Visalia MunicipalAirport. Special
Oshkosh. Wl54903-3086. Informationshouldbere-
SEPTEMBER16-UticaiRome,NY-OneidaCounty "LaughterIn Bloom, ATributetoJackBenny"one-
ceivedfourmonthspriorto theeventdate.
Airport. AirActs, Jet Demos, FlyIn EAA Break- man show on 9/28 at Fox Theater. In/o:
/ast..Showhours IIam-4pm Fueldiscounts/orall 559/289-0887.
fly-ins andfree lunch. In/o: 315-636-4171 or
SEPTEMBER29- Hanover,IN- Wood,Fabric,&
ljraya@allglobal.net.
SEPTEMBER8-9- Brook/ravenAirport,NY- 38th
Tailwheels 2001,atLeeBottom Airport (64i). 20
AnnualFly-In of theAntiqueAirplaneClub of
SEPTEMBER15-16- RockFalls, IL - North Central mi.fromLouisville,Kentucky. (Rain date,Sunday,
GreaterNew York. Staticdisplayofvintagealld
EAA "Old-Fashioned"Fly-In, Whiteside County Sept. 30) In/o: 812/866-32If or
homebuilts,flea market, dinnerdance,heldof!sight
Airport(SQI). Forums, workshops,fly-market, NX21175TH@aol.com.
attheendoftheday. 111/0: 631/589-0374.
camping, exhibitors,food,andairrally. Aircraft
SEPTEMBER29- Topping, VA - Wings and Wheels
judgingends Noon Sun. Sunday PancakeBreakfast
SEPTEMBER8-9-Glenville,NY- Empire State
2001 at HummelAil' Field(W-75), 60mi. east0/
Info: 630/543-6743oreaaIOI @aol.com.
AerosciencesMuseum Flight200! Airshow. Sch-
Richmond, VA. Food,crafts, rides, NASA GA,
enectadyCountyAirport,Route50. Acrobatics,
SEPTEMBER21-22- o. estEAA
USCG boats,Jayhawkhelicopter,hotairballoon,
pyrotechnics,parachutes, gliders, militaryaircraft,
andmuch, much more. Contact/orparticipant's
activitieslorchildren.andmore. Will highlightthe
U
lee. Spectatorparking/ee$4. In/o: 8041758-4330,
e
SEPT. t vii e, OK- Frank
10th AnlliversGlYofOperation DesertStorm. Gates
wingsandwheels@hotmail.com website:
Ph' . )thAnllualTulsa RegionalFly-In,.
or
open 9a.m. Showbeginsat Ip.m. Tickets $12/or
htfp://jIy.to/wingsandwhee/s
adultsand$5/orchildren. Fly-ins welcome. In/o: SEPTEMBER21-22- Bartlesville, OK- Frank
518/377-5129. PhillipsField. 15thannualBiplaneExpo. SEPTEMBER29- Zanesville,OH- VAA Ch. 220/
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Flyhighwitha
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Ohio 10th Annual Fly-In. John '$ Landing Airfield. 8

a.m - 5p.m. Breakfast and lunch,free participa-
tion plaques. Rain dat e Sept . 30th. Info:
740/453-6889 or 740/455-9900.
OCTOBER 5- 7 - DarlingtOlI, SC - VAA Chapter 3
Fall Fly-In. All welcome. Speaker on Saturday is
Ken Hyde, Director ofthe Wright Flyer replica
project. Info: 919/225-0713 or Fax 757/873-3059.
OCTOBER 5-7 - Evergreen, AL -11th Annual EAA
South East Regional Fly-In. On field campground,
showers,food,jlying &fun. Info: www.serfi.org.
OCTOBER 6-7 - Toughkenamon, PA - 31st EAA
East Coast Regional Fly-In. New Garden Flying
Field (N57). 25 miles west ofPhiladelphia. Clas-
sics welcome, awards, plenty offood all day. For
fun , come dressed in your yesteryear aviation at-
tire. Info: 302/894-1094.
OCTOBER 6- 7 - Rutland, VT - Rutland State air-
port. EAA Ch. 968 's 11th Leafpeepers Fly-1n
Breakfast. Come see the fall colors in the Green
Mountains of Vermont. Info: 802/492-3647.
OCTOBER 13 - Hampton, NH - VAA Ch. 15 Pump-
kin Patch Fly-In and Pancake Breakfast, Hampton
Ai/field. Rain date Oct. 14. 1nfo: 603/964-6749.
OCTOBER 13-/4 - Winchester, VA - EAA Ch. 186
Fall Fly-In, Winchester Regional Airport (OKV), 8
a.m.-5 p.m. Pancake breakfast 8-1 I a.m. Static
display ofaircraft; airplane and helicopter rides,
demos, aircraft judging, children's play area, and
more. Concessions, sOllvenirs, good food. Info:
Ms. Tangy Mooney 703/ 780-6329 or
EAA 186@netscape.net.
OCTOBER 13-/4 - Alliance, OH - Military Vehicle
Show and Fly-In at Alliance-Barber Airport (2D1)
put on by Marlboro Volunteers, Inc. Military dis-
plays, reenactments &jly-bys. Info: 330/823-1168
or jbarber@alliancelink.com.
want to see your lane or pearls
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Manager, P.o. Box 3086, Oshkosh, WI 54903-3086.
BABBITT BEARING SERVICE - rod bearings,
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VINTAGE ENGINE MACHINE WORKS, N. 604
FREYAST., SPOKANE,WA99202.
AirplaneT-Shirts
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Wanted: "Brownback" orsimilarbrand, radial
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KY40023,502-649-5833.
Forsale, reluctantly: Warner145& 165engines.
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timeA&E845hrs. IjusthavetoomanytoysandI'm
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callevenings. E. E. "Buck"Hilbert
1940 Porterfield Collegiate LP-65, 201 SMOH,
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254-412-0646.
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VINTAGE AIRPLANE 31
Phi' and Debbie
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Punta Gorda, FL
OwnersofClassic
Air Ventures, Inc.
Phil is an ATP with
18,000 hours and flew
DC-6s for Northern Air
Cargoin Alaska
AUAis
approved.
Tobecomea
member of the
Vintage Aircraft
Association call
8008433612
Phil, Debbie and Waco stand alongside the Ulrich 's 1940Waco UPF-7.
"Being in the 'ride' business and
operating a 1940Waco U P F ~ it's not
alwayseasyto obtain adequate
insurancecoverage, butAUA, Inc. has
providedexceptional service and saved
us hundredsofdollars. The staffhas
alwaysgonethatextra mile to help in
anywaytheycan.Thankyou, AUA!"
- Phil Ulrich
The bestis affordable.
GiveAUAa call - it's FREE!
800-727-3823
Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Vintage Aircraft Assoc.
Insurance Program
Lowerliabilityand hull premiums
Medicalpayments included
Fleetdiscountsformultiple aircraft
carrying all risk coverages
Nohand-propping exclusion
Noagepenalty
Nocomponentpartsendorsements
Discounts forclaim-free renewals
carrying all risk coverages
Remember,
We'reBetterTogether.
AVIATION UNLIMITED AGENCY