POSITION RE P ORT

Tom Poberezny
President, EAA

Direction of EAA

Then and now

cently I received a letter from

an EAA member (his EAA
umber is below 4,000) who
has attended 51 conventions! He
shared his thoughts regarding his EAA
membership and said something that
generated the reason for this column.
He knew of EAA members who were
displeased with EAA's direction. He
stated, "Tom, they do not understand
what EAA means to me and many
thousands of others. They never will,
as they are non-participants in events
or never enjoyed the family atmo
sphere we have enjoyed camping all
those years starting in Rockford."
I want to share my thoughts about
EAA's direction and the results we
have achieved to date. I have cho
sen five areas of importance, among
many, that highlight our initial vi
sion and current accomplishments:
Building your own airplane-EAA
was founded on the principle that
people should have the privilege to
build their own airplane. Over the
past five decades, the homebuilt air
craft movement has far exceeded ex
pectations. Today more than 30,000
homebuilts are certificated, making
up more than 20 percent of the ac
tive, single-engine piston fleet. For ev
ery airplane completed, 10 more may
be under construction, keeping the
dream of flight alive for thousands.
The homebuilt movement has
spawned commercial aircraft compa
nies. The innovative ideas of home
builders have been recognized and
integrated into all types of certificated
airplanes. The homebuilt movement
also plays a significant economic role

within the aviation industry.

Some members have said we have
lost our homebuilding focus. In reality,
we have expanded our focus and en
gaged more people than ever before.
EAA AirVenture Oshkosh-Your an
nual convention started in Milwau
kee in 1953. A few dozen aircraft from
short distances away attended. To
day, EAA AirVenture Oshkosh is the
world's premier aviation event. Some
say it's grown too big or too com
mercial, but whom do you tell not
to come? The impact of "Oshkosh"
is felt worldwide. The event's results
and stature speak for themselves.
The EAA Aviation Ce nter-EAA's
first permanent headquarters was a
small building in a Milwaukee suburb.
In the early 1980s, I led the team that
developed the EAA Aviation Center,
which includes the EAA AirVenture
Museum, EAA h eadquarters, Leader
ship Center, Pioneer Airport, and the
Air Academy Lodge. Our vision was
to make Oshkosh the home for sport
and general aviation year-round, not
for just one week each summer. That
dream has been realized.
Activities take place daily in Osh
kosh, from aviation outreach activities
for youth to visits by aviation industry
leaders, but Oshkosh is also where the
world comes for knowledge and in
formation. Now, because of our web
sites and online archives, members
can access EAA's vast resources 24/7,
365 days a year from their homes and
workshops around the world.
Young Eagles-In the early 1990s
this program was established with
the goal of engaging more than one

million youth by 2003, the 100th an

niversary of powered flight. Today,
almost 1.4 million young people
have experienced flight, and thou
sands more have participated in EAA
programs such as the Air Academy,
AeroScholars, KidVenture, and EAA
AirVenture Museum educational ini
tiatives. This has contributed signifi
cantly to building aviation's future
through the next generation of pi
lots, builders, and leaders.
Sport Pilot/Light-Sport Aircrafr-The
vision of this initiative, which began
more than a dozen years ago, was to
lower the economic and time barriers
to becoming a pilot and to encourage
the development of more affordable
aircraft. The sport pilot/light-sport
aircraft regulation accomplishes that
by reducing the investment of time
and money needed to learn to fly and
creating a new category of aircraft.
It may take another five to 10 years
for the aviation community to see a
significant benefit, but already more
young people are becoming pilots,
older pilots are able to continue flying
more economically, and companies
like Cessna and Cirrus are embracing
the new aircraft category.
As I look back on the direction we
have taken, I'm reminded of the cam
paign to build the EAA Aviation Cen
ter. The theme was "Putting Wings
on Dreams." EAA has done that for
tens of thousands of people!
Lastly, included within the August
Sport Aviation is EAA's Annual Report
(see pages 121 to 136). I invite you
to review the progress your associa
tion made in 2007.
.......

..&;.aG
VOL.

36, NO.8

N E
2008

UGUST

CONTENTS
I Fe

Position Report:
Direction of EAA
Then and now
by Tom Poberezny

News

Aeromail

East Meets West

Herb Clark and Wacovia UPFski

by Budd Davisson

15

The Evening Display

A wide variety of aeroplanes of the Shuttleworth Trust

by David Macready

22

Light Plane Heritage

Remember the Klemm

Part II

by Bob Whittier

28

The Vintage Mechanic

Troubleshooting techniques

Learning the system

by Robert G. Lock

34
36

What Our Members Are Restoring

Mystery Plane

by H.G. Frautschy

38

Calendar

39

Classified Ads

COVERS
FRONT COVER: Herb Clark's goal from the beginning was to give his custom
Waco UPF-7 more performance, without permanently changing a single thing. Pow
ered by the Russian M14P Vendenyev radial engine, the "UPFski" turns heads
wherever it goes. See the article starting on page 8. EAA Photo by Jim Koepnick.
BACK COVER: Award-winning aviation artist Barry Ross, best know for his con
tinuing series of illustrations for Flying magazine's I Learned About Flying From
That (ILAFFT) column, shares this tropical illustration of a Grumman Goose. Bar
ry's paintings are part of a exhibition of his ILAFFT work at the EAA AirVenture Mu
seum. For more on the artwork of Barry Ross, you can visit his website at www.
BarryRossArt.com.

STAFF

EAA Publisher
Director of EAA Publications
Executive Director/Editor
EAA Art Director
Executive Assistant
News Editor
Photography
Advertising Coordinator
Classified Ad Coordinator
Copy Editor
Director of Advertising

Tom Poberezny
David Hipschman
H.G. Frautschy
Olivia P. Trabbold
Jillian Rooker
Ric Reynolds
Jim Koepnick
Bonnie Kratz
Sue Anderson
Daphene VanHullum
Colleen Walsh
Katrina Bradshaw

Display Advertising Representatives:

Northeast and Southeast: Chester Baumgartner
Phone 727-532-4640, FAX 727-532-4630, e-mail: cballmlll@milldsprlllg.com
Central: Gary Worden
Phone 800-444-9932, FAX 816-741-6458, e-mail: gary.wordell@Spc-mag.com
Mountain &; Pacific: John Gibson
Phone 916-784-9593, e-mail: johllgibsoll@Spc-mag.com
Europe: Willi Tacke
Phone +498969340213, FAX +498969340214, e-mail: willi@(1yillg-pages.com

VINTAGE AIRPLANE

Call for VAA Hall of Fame

Nominations
Nominate your favorite aviator for
the EAA Vintage Aircraft Association
Hall of Fame. A huge honor could be
bestowed upon that man or woman
working next to you on your air
plane, sitting next to you in the chap
ter meeting, or walking next to you
at EAA AirVenture Oshkosh. Think
about the people in your circle of
aviation friends: the mechanic, pho
tographer, or pilot who has shared
innumerable tips with you and with
many others. They could be the next
VAA Hall of Fame inductees-but only
if they are nominated.
The person you nominate can
be a citizen of any country and
may be living or deceased, and his
or her involvement in vintage avi
ation must have occurred between
1950 and the present day. His or
her contribution could be in the
areas of flying, design, mechanical
or aerodynamic developments, ad
ministration, writing, some other
vital and relevant field, or any
combination of fields that support
aviation. The person you nominate
must be or have been a member of
the Vintage Aircraft Association,
and preference is given to those
whose actions have contributed
to the VAA in some way, perhaps
as a volunteer, a restorer who
shares his expertise with others, a

AUGUST 2008

writer, a photographer, or a pilot

sharing stories, preserving aviation
history, and encouraging new pi
lots and enthusiasts.
To nominate someone is easy. It
just takes a little time and a little
reminiscing on your part.
- Think of a person; think of his
or her contributions.
- Write those contributions in the
various categories of the form .
- Write a simple letter highlight
ing these attributes and contribu
tions. Make copies of newspaper or
magazine articles that may substan
tiate your view.
- If you can, have another person
complete a form or write a letter about
this person, confirming why the per
son is a good candidate for induction.
- Mail the form to:
VAA Hall of Fame
Charles W. Harris, Chairman
7215 East 46 th St.
Tulsa, OK 74147
Remember, your "contempo
rary" may be a candidate; nominate
someone today!
Call the VAA office for a form
(920-426-6110), find it at www.
VintageAircraft.org, or on your own
sheet of paper, simply include the
following information:
- Date submitted.
- Name of person nominated.
- Address and phone number of
nominee.

- Date of birth of nominee. If de

ceased, date of death.
- Name and relationship of
nominee's closest living relative.
- Address and phone of nomi
nee's closest living relative.
- E-mail address of nominee.
- Time span (dates) of the
nominee's contributions to avia
tion. (Must be between 1950 to
present day.)
- VAA and EAA number, if
known. (Nominee must have
been or is a VAA member.)
- Area(s) of contributions to
aviation.
- Describe the event(s) or na
ture of activities the nominee
has undertaken in aviation to
be worthy of induction into the
VAA Hall of Fame.
- Describe achievements the
nominee has made in other related
fields in aviation.
- Has the nominee already been
honored for his or her involve
ment in aviation and/or the con
tribution you are stating in this
petition? If yes, please explain the
nature of the honor and/or award
the nominee has received.
- Any additional supporting
information.
- Submitter's address and phone
number, plus e-mail address.
- Include any supporting mate
rial with your petition.

Welcome to AirVenture ...

Wherever You Are!
It's August, and many EAAers
are reading this issue at EAA Air
Venture Oshkosh. Here's a quick
summary of important informa
tion to help you make the most of
your visit to The World's Greatest
Aviation Celebration.
Not able to attend AirVenture?
Then we invite you to follow along
at www.AirVenture.org, where you'll
find news and feature stories, daily
videos, photo galleries, and more.
To access the complete AirVenture
videoplayer, visit www.AirVenture.
org: click on MultiMedia and Vid
eos to launch the player.
-The EAA Welcome Center
Learn about exclusive EAA pro
grams and services, join or renew
your membership, check your e
mail at the Internet Cafe, and more.
Located west of AeroShell Square.
-Homebuilders Headquarters
Stop by to see hundreds of home
built aircraft, learn about EAA
programs and services for home
builders, and register your new
homebuilt (certificated this year) to
be the milestone 30,000th home
built aircraft in the United States.

-Learn to Fly Center-Looking

for information about pursuing
the dream of flight? Ask the ex
perts staffing the Learn to Fly Cen
ter, tryout simulated flight on one
of the flight sims, or attend flight
seminar presentations. EAA mem
bers may also receive a free sport
pilot student pilot certificate, sav
ing $50.
-Affordable Flying Center-Dis
cover ways EAA members are
achieving and maintaining the
dream of flight on limited budgets.
Visitors are invited to stop by and
provide their own frugal flight tips.
Located in the NASA building.
-Theater in the Woods-Enjoy
nightly entertaining and informa
tive evening programs, beginning
July 27. Theater in the Woods is
supported by M&M'S.
-EAA Fly-In Theater-Ford Mo
tor Company and Eclipse Aviation
once again bring the Fly-In The
ater to AirVenture, with nightly
aviation movies introduced by
celebrity presenters, including
Harrison Ford, John Travolta, Os
car-winning producer Ben Shedd,
and others.
-WomenVenture-All women

pilots are invited to be a part of a

weeklong effort to encourage more
women to learn to fly, including
the world's largest gathering of fe
male pilots on Friday, August 1, at
10:30 a.m. on AeroShell Square.
Not able to come to Oshkosh, but
want to show your support? Visit
www.AirVenture.org/200B/events/
WomenVenture.html, and sign the
WomenVenture logbook.
-EAA AirVenture Info Guide
Every attendee gets one free! No
other source provides as much
useful information on scheduled
events, exhibitors, air shows, fo
rums and presentations, and work
shops. You name it, it's in the Info
Guide, presented by Ford Motor
Company. It's also available on
line on www.AirVenture.org.soif
you're on the grounds, you can ac
cess the information via any Wi-Fi
hotspot.
-AirVenture Today-Pick up Air
Venture's official newspaper each
day and read about what's hap
pening on-site. It will also be
posted online and e-mailed daily
in a special e-Hotline. Not an e
Hotline subscriber? Visit www.EAA.
org/newsletters to sign up.

@eaa.org

BOEING 40
If you enjoyed the article about Addison
DAILY AIRVENTURE COVERAGE

Pemberton's Boeing 40 in April's Sport

Aviation, watch this video to hear its unique

Daily videos, photo galleries, streaming radio, and

roar on takeoff and to see it soar over scenic

breaking news stories will allow people all over the

Washington state. If you are reading this while

globe to get a virtual taste of AirVenture as it is

at AirVenture, stop over to the Vintage area to

happening. It's the next best thing to being there.

see this one-of-a-kind plane in person.

www.AirVenture.org/ 200B/ video/ multimedia.html

www.EAA.org/ video/ eaa.html

VINTAGE AIRPLANE

EAA Participates
in Industry/FAA Study for
Part 23 Certification Review
EAA recently participated in a
Part 23 ad hoc certification stan
dards committee meeting in Kan
sas City, Missouri. Created at the
request of the Federal Aviation Ad
ministration Small Airplane Di
rectorate, the committee is tasked
with recommending changes for
small aircraft. Part 23 regulates air
worthiness standards of normal,
utility, aerobatic, and commuter
category airplanes. EAA's Vintage
Aircraft Association Executive Di
rector H.G. Frautschy represents
EAA and is co-chairman of the Con
tinued Airworthiness subgroup.
The committee includes repre
sentatives from various certifica
tion and operational offices within
the FAA as well as from the General
Aviation Manufacturers Associa
tion, National Air Transportation
Association, Aircraft Owners and
Pilots Association, and Aircraft Elec
tronics Association. John Colomy,
the directorate's acting assistant
manager, urged committee mem
bers to consider the lessons learned
from aircraft maintenance and cer
tification issues that have come to
light over the past few years and ap
ply them to a new version of Part 23
that will be created after the follow
up certification review by the FAA.
The review is intended to give
the regulations relevance to air
craft that will be certificated in the
future. Issues discussed included
aircraft airframe maintenance and
in particular the modification and
upgrading of aircraft with modern
avionics systems. The commit
tee's charter is to create a list of
suggested additions and changes
to the certification regulations and
then supply it to the FAA for use
during the review process in 2010.
The last certification review on
Part 23 was done in 1985, and
technology for both airframes and
avionics has changed dramatically
since then.
The committee expects to issue
its final report in the fall of 2009.
4

AUGUST 2008

nir of this year's event, printed on

heavier paper and including more
photos and interesting articles . . . and
with room for air show performers'
autographs. Price of the commemo
rative program is $7, and a copy of
the Oshkosh: The Spirit of Aviation
DVD is bundled with each copy.
In addition to traditional distri
bution outlets on the grounds,
you'll also see programs bundled
with an exclusive Oshkosh T-shirt
design that will be available for a
special price at selected EAA mer
chandise locations.

Museum Guidebook
Published
The EAA AirVenture Museum is
celebrating its 25th year in Oshkosh
with the release of a new EAA Air
Venture Museum Guidebook. The
48-page publication is filled with col
orful photographs of the planes and
the people highlighted in the mu
seum's exhibits, beginning with the
Wright brothers and the early years
of flight and ending with the eclectic
collection of Treasures From EAA's
Attic donated by EAA members and
other aviation enthusiasts. Museum
visitors can use the publication as a
companion to their tour and as a re
membrance of their visit. The Guide
book, available in the museum's gift
shop, costs $8.95 for members and
$9.95 for nonmembers.

New Commemorative
AirVenture Program
The EAA AirVenture Program has
undergone a face-lift. The annual
keepsake is now a collectible souve

Ken Kotik
We're sorry to report that avi
ation artist Ken Kotik, whose
unique hangar/studio at Creve
Coeur Airport near St. Louis was
truly a work of art in itself, has
passed away after a brief illness.
Ken, whose aviation art clients in
cluded Fairchild Aircraft, Falcon
Jet, Sabreliner, and McDonnell
Douglas (where he was a staff art
ist for 11 years), enjoyed present
ing all facets of aviation though
his artwork. One of Ken's paint
ings was featured on the back
cover of last year's July issue of
Vintage Airplane, and a print of his
artwork was made available to Di
amond Plus contributors to VAA's
Friend of the Red Barn. A Viet
nam veteran, Ken regularly flew
a beautifully restored 1943 Piper
L-4B and was working on a replica
Fokker Dr.! Triplane. Our condo
lences to his wife, Dot, and their
many friends in the St. Louis area,
and the many fans of his striking
artwork.
If you 'd like to see just how
wide Ken's talents were, please
view his art website at www.
KenKotikA viationArt.com.

Last of a Generation:
John Miller (1905-2008)

Upcoming
Maj 0 r
Fly-Ins
Mid-Eastern Regional Fly-In
Mansfield Lahm Regional Airport
(MFD), Mansfield, Ohio
August 23 & 24, 2008
www.MERFI.info
Southeast Regional Fly-In
Middleton Field Airport (GZH),
Evergreen, Alabama
October 24-26, 2008
www.SERFI.org

Rocky Mountain Regional Fly-In

Front Range Airport (FTG), Denver
(Watkins), Colorado
September 19-21, 2008
Copperstate Regional Fly-In
Casa Grande Municipal Airport (CGZ),
Casa Grande, Arizona

Summer 1939- Eastern Airlines Captain John Miller flies the mail
from the roof of the Philadelphia Post Office in a Kellett
KD-1 autogyro.

October 23-26, 2008

www.Copperstate.org

u.S. Sport Aviation Expo

hen John Miller (EAA 37635) was 4 years old, he saw Glenn
Curtiss fly his Hudson Flyer down the Hudson River from
Albany to New York City to win a $10,000 prize sponsored
by New York World newspaper. One of Curtiss' two allowed fue l stops
was in a farmer's field across the road from the Miller family farm.
"I did not see him land," he told EAA in 2003, "but my father
took me over to see the flying machine after he landed, and I was so
thrilled when he took off and flew down the river that I lost all inter
est in becoming a steam locomotive engineer." Miller passed away
on June 16 in his native Poughkeepsie, New York, at the age of 102.
He began flying at age 18 and went on to attend the Pratt Institute
for Mechanical Engineering, graduating in June 1927. He skipped
school to travel to Roosevelt Field on Long Island to witness Charles
Lindbergh take off at the start of his historic nonstop flight to Paris
in 1927.
But Miller had several achievements himself, such as being the
first person to land an aircraft-a Kellett KD-l autogiro-on the roof
of a bu ilding when a mail delivery service was started in July 1939
between the Philadelphia Post Office and Camden Airport in Phila
delphia . He was also a test pilot for the Grumman J2F Duck during
World War II, later flying for Eastern Air Lines, from which he retired
in 1963.
According to his daughter, Miller last flew an aircraft about two
years ago, capping more than 35,000 flight hours over more than
eight decades. Two of the planes he flew are in the Smithsonian Na
tional Air and Space Museum: a Boeing 247D and a DC-3 .
He has received numerous honors, including enshrinement in the
Vintage Aircraft Association Hall of Fame in 2002.

Sebring Regional Airport (SEF),

Sebring, Florida
January 22-25, 2009
www.Sport-Aviation-Expo.com
Aero Friedrichshafen
Messe Friedrichshafen (EDNy),
Friedrichshafen, Germany
April 2-5, 2009
www.Aero-Friedrichshafen.comlhtmll en
Sun 'n Fun Fly-In
Lakeland Linder Regional Airport (LAL),
Lakeland, Florida
April 21-26, 2009
www.Sun-N-Fun.org
For details on EAA chapter fly-ins and
other local aviation events, visit
www.EAA.org/calendar.

JOIN EAA's

VINTAGE

AIRCRAFT

ASSOCIATION

TODAY!

VIN T AGE A I RPLANE

SEND YOUR COMMENTS AND QUESTIONS TO:

VAA, LETTERS TO THE EDITOR

P.O. Box 3086

OSHKOSH, WI 54903-3086

OR YOU CAN E-MAIL THEM TO: vintageaircraft@eaa.org

The Vintage Instructor

"Runway Incursions" in the May
2008 issue is an extremely inter
esting article, covering important
stuff. I'm a retired air traffic control
ler. Controllers who refer to the end
of a runway are chastised by sharp
controllers. "Arrival end" is an oxy
moron. There is a "threshold" and a
"far end" of a runway. Cogent and
unambiguous. "Over the fence" is
slang and clear for identifying the
threshold, but of course its use is
limited to arrivals. Takeoffs begin at
the threshold. These aren't official
terms, just good ones.
Another one: Controllers make
this mistake, too, and it's more
grievous when they do. In neither
ICAO nor FAA documents does "ac
tive runway" appear. Reason: All
runways are active. It's a state-of
mind thing, and it's more impor
tant that it be in the controller's
mind. There is a runway-in-use,
clumsy to be sure, but the distinc
tion is important, and not just to
controllers. If the pilot thinks of
the runway-in-use as the active,
he's likely to think the others are
inactive, when in fact they might
very well be in use intermittently.
"Wow, where did that guy come
from?" Pilots should always think
that all runways are always active.
When I'm dealing with a control
ler I sense to be at the lowest level
of competence (perhaps control
ler/pilots can sense that more ac
curately) and I have been cleared
to cross a runway, as I approach I'll
6

AUGUST 2008

say, "Mooney 44 Uniform cross

ing 28 at Golf." Let him take it
that I'm a dummy, already cleared
across and bothering his lordly self
unnecessarily. It's been my obser
vation that dumb people think a
lot of people are dumb.
The local control position
(cleared to land/take off, etc.) de
termines the runway-in-use and
the runways-in-use. The ground
control position gets the remain
ing one for h is traffiC, in other
words, all of the movement area
except the runway(s)-in-use. Local
has no jurisdiction over taxiways.
Ground avoids use of landing
turnoff taxiways and coordinates
with local when necessary. Local is
the symphony conductor, ground
the concertmaster. There can be
no doubt here about who's respon
sible for where . It works this way:
Local might say, when Runway 17
is in use, "Runway 24 base." (The
idea is, the runway's there, why
not use it.) Ground control has
just lost one of his runways. If he's
got someone on it, he gauges the
arrival/taxiing situation (he works
local regularly also) and might say,
"Negative." Local now has to do
something with the guy he was go
ing to try to slip in on Runway 24.
Continue him on to 17, for exam
ple. But if following traffic for 17
is too close to follow the would
be 24 traffic onto 17 (which might
be why local picked 24 in the first
place), Local has allowed a tie
score to develop because of poor

planning a few minutes ago. Local

now must start swinging his ba
ton faster. Maybe he should have
scanned the airport better, to see if
24 actually could not be used. He'll
look at it all later, adding to his ex
perience. He so lves this problem
of the moment with anyone of a
number of traffic adjustments he's
already learned.
I've just described a crisp opera
tion where everyone, including the
pilot for 24, is expected to be on
his toes and adjustable. This situa
tion doesn't occur on Easter Sunday
morning at 7 a.m.
And the incident at Danbury:
Long gone from ATC culture is
the notion that when an aircraft
does something different from
what the controller wants it is the
con t roller's fault, not the pilot's,
or what does control mean. To
day the controller takes the blame
for nothing. (The etiology of that
is mighty interesting, but not
the kind of stuff Vintage Airplane
is involved in.) That incident in
Danbury 2S years ago involved a
controller who might have been
from the old school.
Twenty-five years ago the system
was in transition. He knew he goofed.
He knew his job was more than issu
ing the correct clearance, which is
all they care about today, but to eye
ball it to make sure that that's what
the plane did. It was his job to see
that your pal didn't do something
the controller didn't want done, so
he was not about to engage him in a
phone conversation.
I lost my medical a dozen years
ago and so I can't prove it, but I am
certain that pilots have got to be
more suspicious of controller ac
tion today than in yonder years.
You've given me many good tips,
so if there's something worthwhile
in here, it's thanks.
Bill Berkley
Yarmouth Port, Massachusetts

Density Altitude
Dear Doug,
I just received my July issue of
Vintage Airplane and turned to your

column. The first thing I saw was

the headline "The DA." Imagine
my surprise when I saw in the first
paragraph that you said that DA
should only mean one thing to a
pilot . . . density altitude.
Silly me, I was anticipating an ar
ticle on instrument approaches and
things like decision altitude and
the finer points of conducting such
approaches and statistics about ac
cidents while conducting such ap
proaches, going below DA or DH
and CFIT. Then I realized your sub
ject matter was density altitude.
As an instrument instructor I went
down a different path and thought
DA meant decision altitude.
The article was well written
by the way. One statement stood
out, though, and that had to do
with your mention of 59F (l5C)
as the standard temperature. For
the benefit of the newer, less ex
perienced pilots, I would like to
expand on that as it relates to
density altitude; this tempera
ture is only standard at sea level.
I would hate for a naive pilot to
be misled into thinking that if,
while preparing for takeoff at, say,
an airport at an elevation of 3,000
feet mean sea level, for example,
that a temperature of 59F is stan
dard and density altitude is not
much of a concern. On the con
trary, it is a big concern . Each air
port elevation above sea level has

its own standard temperature for

its elevation. Following the stan
dard lapse rate, the 3,OOO-foot air
port standard temperature would
be well below 59F. In the above
example, if the actual temperature
at 3,000 feet was 59 F, then the
temperature would be well above
standard and the density altitude
is well above standard for that
altitude/temperature. Airplane
performance would be greatly
compromised . Barry Schiff wrote
an article specifically about this in
a past issue of AOPA Pilot.
Thanks for your dedication to
safety and teaching pilots to fly
safely.
Sincerely,
John Rosenberg
ATP and CFI
Chanhassen, Minnesota

Hello John,
You are absolutely spot on! Please
forgive my critical omission.
To be honest, most of the instruc
tion I conduct is instrument instruc
tion . It would be nice if I could write
some articles on instrument flight;
however, it really doesn't fall into the
general category of " vintage, " espe
cially with the demise of radio ranges.
Thus, please don't expect to find any
articles on DA, minimum descent al
titude, Missed Approach Point (MAP),
or the like. In fact, over the past 35
days I have conducted more than 100
hours of dual, with the vast majority
of that being instrument instruction
in the lousy weather we've been hav
ing here in the Northeast. This doesn't
count the checkrides as well, which I
do not log.
Thank you for pointing out my glar
ing omission-your point is an impor
tant one. The fact is, there are many
airports in this country that don't ex
perience standard temperature (or be
low) from the middle ofApril until the
middle of October. Pilots flying from
these airports could easily get "bit_
ten" by density altitude if they are not
aware of your important point.
My thanks, and best regards,
Doug Stewart

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VINTAGE AIRPLANE

ome projects seem so

natural, it appears as if
the parts were destined
to eventually be together.
And then there are proj
ects that are destined to never be
truly finished because ideas keep
popping up. And then there is Herb

AUGUST 2008

Clark's UPF Waco . It's both of the

foregoing: a natural combination of
components that will be constantly
mutating as the mental winds in
Herb's mind change direction.
First, it's not actually fair to say
Herb's gleaming white UPF will
never be finished, because to look

at it, it is finished. However, given

the series of forward and back,
now-it's-finished, no-it-isn't phases
of this particular Waco's life, if you
were to believe in trend analysis,
you would bet that there's yet an
other phase coming up in this air
plane's future.

Herb didn't start life intending

to build neat things that fly. In
fact, he spent much of his early life
working at, developing, and other
wise running truck stops and other
types of functional real estate in
upstate New York. Including an air
port. Which is how he got into fly

ing and, in an oblique sort of way,

into rebuilding airplanes.
"I bought the airport at Duanes
burg, New York, which is west of
the Albany/Schenectady area in the
middle of the state. It's a nice little
airport, and because of that, I met
a lot of mechanics and the guys at

EAA Chapter 149. I had been flying,

but nothing out of the ordinary,
and through them, I came to real
ize there was a lot more to aviation
than Cessnas.
"In 1995 I came down to Florida
essentially to vacation, but I really
liked it. It was a big change from
Albany in the winter. While I was
down there I got checked out in a
Stearman at Bob White Field, not
far from Zellwood, in Mount Doyle.
That really got me going, and I had
to have a Stearman."
Herb apparently does nothing
in half measures because it wasn't
long before he owned not one but
three Stearmans.
"I found three dusters that an
old spray pilot had retired in 1960,
when he got into Ag Cats . He had
bought them right after the war,
when he started his business, and
flew the socks off of them. When
he put them in storage, his original
idea was that he would eventually
restore them. He even went so far
as buying a bunch of stock parts for
them, including 220 Continentals.
When I saw them, the 450 P&Ws
on the noses had been sold, and
the airplanes hadn't been touched
in nearly 30 years.
"Because I was hanging around
Zellwood in Florida, I couldn't help
but get to know the Kimballs, Jim
VINTAGE AIRPLANE

The M14P uses a compressed air

system for starting. Just in case the
tank on board the airplane has gone
flat , a standby bottle of compressed
air is ready and waiting.
The cockpit of Herb Clark's custom UPF-7. The use of white and light gray
paint in t he cockpit makes it easier to see the structure and components.

A three-blade MT propeller absorbs

the 330-hp pumped out by the
Vendenyev.

and his then young son, Kevin.

As everyone knows, they are leg
ends in the restoration business,
but what most people don't know
is that they'll drop what they are
dong to answer any question from
anybody. My first time there, Jim
was talking to someone and I was
standing a little way away wait
ing, and he stopped for a second
10

AUGUST 2008

to talk to me and make me feel

welcome. That's just the kind of
people they are.
"I depended on them to teach
me what I needed to know to do the
first Stearman, and they were quick
to let me know that it was going to
take something like 10 years to fin
ish it right, and I didn't want to be
grounded that long. So, I snooped

around until I found a stock Waco

UPF that wasn't a prizewinner, but
it was solid and, more important, it
was flying . I bought that airplane to
fly while I was rebuilding the first
Stearman. The old Waco had last
been rebuilt in 1980 and hadn't been
touched since, but it was solid and
airworthy and would keep me flying.
"As I got into the first Stearman

project, I was learning new skills at

an amazing rate, especially because I
spent so much time at the Kimballs.
On that first airplane, however, I didn't
feel I knew enough to do the covering
and paint, so I had them do it, with
me watching over their shoulders."
Since the Stearman was spending
time out of his hands at the Kim
balls and Herb was spending more
time enjoying his Waco, it wasn't
long before he couldn't totally ad
here to the I-bought-it-to-fly con
cept that lay behind the purchase
of the Waco in the first place. The
stage was set for changes to begin.

Phase One: It Looks

Just a Little Funky
"From the beginning, I thought
the airplane was too 'ordinary'
looking, and I wanted to spruce it
up a bit. So, in the first phase of
what turned out to be a three-phase
rebuilding project, I concentrated
on the cosmetics of the airplane.
I added wheelpants and faired in
the gear so it looked as if the pants
belonged on the airplane. Then I
changed what I thought was a really
uncomplementary paint scheme.
It had been painted white, with
all the sheet metal panels painted
red. It didn't look as if the pieces
fit together, so I painted the entire
airplane white and put red accent
stripes on it.
"Another thing that bothered
me is that I've always thought UPFs
look 'unfinished' in their stock
form because their basic airframe
is more streamlined than most bi
planes, but with the Continental
hanging out in the wind, it just
looks too blunt. It cries for a cowl
ing, so I came up with a cowl off of
a UC-78 Bamboo Bomber and built
up the mounts for that. I think its
lines flow much better that way."
Doing those kinds of modifica
tions meant Herb's airplane was only
out of commission for short periods
of time, so he still had a flying air
plane while he banged away on the
first Stearman project. The phase
one cosmetic rehab period covered
1994 to 1997. More to come.

Phase Twiro: Let's

Inject SO.Jn.e Foreign
Testosterone
With the exception of the late
Jimmy Franklin's jet-powered Waco,
no one has ever said the UPF was a
performer. Especially with the stock
engine. In fact, words like "lei
surely," "sedate," and "unexciting"
come to mind. Apparently Herb
had some of the same thoughts
and, even though he was already
on an originality kick because of his
Stearman projects, hanging around
the Kimballs began to have an un
expected effect on him.
"About the time I got the air
plane back together, Kevin and
Jim started really getting their Pitts
Model 12 ball rolling. I'd be over
there on some Stearman stuff, and
they'd have Russian M14P Ven
denyev engines sitting around. If
you're a round-motor kind of guy,
which I definitely am, you can't
help but look at that engine and
start looking for places to hang it.
And I had one. The Waco.
"I didn't have to do any measur
ing to know the M14P would fit be
cause it was obviously smaller in
diameter. Four inches, to be exact.
And it's pretty close to being the
same weight at the Continental,
although just a little on the light
side. However, it was going to take
installing some systems the Waco
didn't have, specifically the pneu
matic starting system ."
Right about now, we can hear
antiquers nationwide groaning: an
other antique airplane butchered

and lost forever. But, that's any

thing but true. In fact, part of Herb
Clark's goal from the beginning was
to make the Waco more usable and
with more performance without per
manently changing a single thing.
"As we sat around talking about
the project, we decided that one of
our goals would be that no matter
how much stuff we changed, we
wanted the airplane to always be
one inspection away from going
back to original. This wasn't going
to be the death of an antique, it was
going to be taking it in another di
rection temporarily with the road
back clearly marked and under
stood. The way we handled that was
by making certain every change we
made was a bolt-on. No welding. If
we want to go back to original, we
can just unbolt the new, reinstall
the old, and we're ready to be recer
tified. The firewall forward package,
for instance, can be unbolted and
changed in a day or so."
Quite often making such changes
to a certificated airplane, no matter
how old, can be handled by sup
plemental type certificates or Form
337s, but that would not be the case
here because the engine had never
been granted a type certificate. As
far as the FAA was concerned, it was
a non-airplane part and couldn't be
used on a certificated airplane. Not
to worry, however. That's what the
experimental-exhibition category is
all about. That's where certificated
airplanes that have strayed from
the straight and narrow go to play.
Almost anything is allowed, as long
as it's not dangerous. The category
does, however, have its limitations.
"The FAA put a 2S0-nautical-mile
radius of action limitation on the
airplane, as they usually do with
these kinds of modifications. How
ever, if I want to go to an air show
or event outside of that radius, all I
have to do is send the itinerary to
the feds and they approve it. The
category isn't as restrictive or dif
ficult as people think it is.
"... and as for the 'experimental'
part? We don't see that as a nega
tive. In fact, we like to have the exVI NTAGE AI RPLANE

11

A farm near Weirsdale, Aorida, is the home of Hobby Hill Airport, the home
base for Herbco and www.PittsFabric.com.

Stearman wings are part of the proj

ect list at Herbco.

perimental sticker out where people

can see it, so they know they are
looking at something different be
cause, unless you really know what
you're looking at, it's hard to tell
anything has been changed."
He's right about that. The round
fugitive from behind the Iron Cur
tain looks right at home in the Bam
boo Bomber cowl, and only the MT
prop gives its presence away. Origi
nally he had the h uge two-b lade
with the squared-off paddle blades
so typical of Soviet airplanes, and
that was a definite "tel!."
"Kevin's the expert on anything
having to do with M14Ps, so I had
him design and execute the en
gine installation . For the mount,
he used the original Russian mount
ring right at the cylinders, but built

remembering to turn the air tank

valve to 'off' before you leave the
airplane. That's just a little precau
tionary thinking.
"I have an 800 psi valve on
the tank, so once the compressor
reaches that pressure, the pressure is
released and you aren't working the
compressor so hard all of the time."
Round motors, by their very
design, have at least one charac
teristic the square-motor crowd
doesn't worry about: the possibil
ity of bending a rod by cranking
the engine with a bottom cylinder
full of oi!. Although most of you
already know, it's worth remember
ing that as the airplane sits, oil in
the crankcase slowly works its way
past the rings and into the com
bustion chambers of the lower cyl
inders. And, if you try cranking it
with oil, which is incompressible,
in t h e cylinders, it's possible to
bend a connecting rod when a pis
ton comes up against a slug of oil
and screeches to a halt. For that rea
son, it's necessary to pull the prop
through enough times to make sure
there's no oil trapped in there.
Another possibility is that oil can
leak into the cylinder while an in
take valve is open and let the oil
into the induction tubes. So, even
though the cylinders are clean, oil
can be sucked out of an induction
tube into a cylinder and hydraulic
lock that cylinder. The reason we
mention this is because t he Kim
balls have fixes for all of the above.

12 A U G U ST 2008

up the rest with a mount pattern

necessary for the Waco.
"Since the starting system is en
tirely pneumatic, that's one of the
things people think is going to be re
ally difficult to operate and maintain,
but it's not . It's just different, and
once you use it a few times, it's just
another system you learn to manage.
liThe air system is basically a
small SCUBA bottle that is pressur
ized by an air compressor on the en
gine. When starting the engine, you
trip a va lve that slams air through
a little distributor that pressurizes
lines to each cylinder in sequence
and spins the engine. It's actually
a good system, but you have to in
stall it with care and police leaks.
Once it's sealed up, you can pretty
much forget about it, other than

Herb Clark's shop has become increasingly busy as other aircraft owners
look to him for construction and restoration work.

Herb says, liThe Kimballs have

really worked this thing out. MI4s
have drain plugs in the induc
tion tubes that you're supposed to
empty before each start. The Kim
ball mod in that area manifolds
those drains together, so you don't
have to open each one individually.
To keep oil from filling the cylin
ders after shutdown, they have a
pump that scavenges the oil out of
the crankcase and back into the oil
tank. Then they put an off valve on
the tank that has a micro-switch on
it, stopping you from cranking the
engine with the oil valve off. This
keeps the oil from gravity feeding
back into the crankcase, and with
the crankcase pretty much empty,
there's much less chance of getting
oil in the cylinders."
At the end of phase two, Herb's
plodding old biplane was turned
into a rock-and-roll angel capable
of climbing at 2,000 feet per minute
and topping out at ISS mph. It was
no longer your granddad's Waco.

working on trucks has served him

well in his new venture: aircraft res
toration. That first Stearman led to
him restoring the other two at the
same time, and his shop on Hobby
Hill Airport began to see a steady
succession of customers' projects
coming his way. What had been a
hobby was built into a business.
"I bought a farm by Weirsdale,
Florida, not that far from Zellwood,
and put a runway on it. In fact, my
neighbor and I worked together,
and it's now 3,800 feet of grass. I
raise hay products and rebuild air
planes. It's a sweet deal.
"In the late '90s I was bit by the
Pitts bug and bought one; then as
I gained confidence and began do
ing my own paint and fabric work,
I found myself doing lots of work

for other Pitts owners. In fact, my

website is www.PittsFabric.com.al
though we'll restore or help restore
almost anything that's built of rag
and tube."
Although he was a busy man, he
still had his Waco and he still had
plans for it.
"By the time I set up my own
shop, it had been nearly 2S years
since the Waco was last re-covered.
It was time for a complete restora
tion, plus there were some other
changes and improvements I
wanted to make.
"Although the engine installa
tion was working great, I decided to
change the exhaust system, which
had come out of a Yak. As originally
built, the segments were all butt
joints, so there was always exhaust

Phase Three: lNhat

W"asThatIJust
Heard Creaking?
Now we're up to 2004, and the
Herb Clark who barely knew how
to fly when he took his first Stear
man ride is no longer the same
Herb Clark who owns the white
Waco with the tough-sounding
motor. Among other things, New
York state is far behind him, and
his earlier skills in restoring and
VINTAGE AIRPLANE

13

The Old Girl Has a History

leaking inside the cowl. So, I had

one built locally that had lapping
slip joints. It looked much better
and didn't leak.
"Also, we put some offset in the
engine mount to help with the take
offs. As it was, with all that power,
I didn 't have enough rudder below
40 mph at full power to control it
without some brake. And we up
graded the wheels and brakes with
those from a 310 Cessna. We kept
the original Waco master cylinders,
however, because the 310 brakes
were too powerful and the bigger,
old master cylinders dropped the
pressure to where the brakes are
just right.
"At the other end of the airplane,
I redesigned and rebuilt the tailwheel
strut assembly that had originally
used a stack of rubber doughnuts. I
researched springs and, after trying
two, came up with one that gave ex
actly the same spring rate and travel,
but was actually a little more compli
ant and smoother.
"We also put electric trim in the
airplane. With the new speed range
being 45 mph to 155 mph, trim re
ally became important and the origi
nal bicycle chain system was too slow
and would wear you out. The heart
of the original system is a screw jack,
so we found an electric motor, which
is normally in a soda machine, and
drive the screw jack with that. It's
much more convenient and the rate
is just about perfect.
14 AUGUST 2008

"When we got into the wings, it

was obvious we had to build com
pletely new ones. These were over
60 years old, and parts of them
looked like it. It wasn't a small job,
but we were lucky because we not
only had the originals for patterns,
but a friend gave us a copy of the
original plans from the Smithso
nian. After that it became simple:
get plans, buy wood, build wings.
And, by the way, we did the airplane
as a civilian version, which meant
filling in the handholds in the wing
tips, which were only on military
airplanes. Also, we lucked out in
finding a set of new-old-stock drag
anti-drag wires, which on the Waco
are different than other airplanes.
"Before we were finished, we had
gone through every system and
component, and where we thought
it necessary, we improved it, like
building a new battery box and
eliminating 7 pounds. However, as I
said, every single thing we changed
was done on a temporary basis, so
it could be put back original with
no problems. All of the basic struc
ture is as it left the factory.
"The one area in which I needed
help was laying out the scallops for
the paint. I messed around for a
month and a half and just couldn't
get the curves to my satisfaction. I
finally called in Neil Butterworth,
a professional painter from Bartow,
Florida. It took him a fraction of the
time to get every scallop dead on.

When NC29909 rolled out of

the factory in 1940, it had a lot
of company on its delivery flight
as 16 of them were headed to the
same destination: the Plains Air
ways Civilian Pilot Training school
in Cheyenne, Wyoming. This Herb
Clark could clearly see, as he had
all of the logbooks for the air
plane going back to its first flight.
What he couldn't see was how the
airplane actually looked at that
time. Then, as is sometimes the
case, blind luck plays into your
hands; in this case it was when
Ray Brandly, founder of the Waco
club, ran across a Waco company
advertisement that prominently
featured a UPF parked in front of
Plains Airways CPT school in Chey
enne with several South American
students standing around it. It
was NC29909!

"Now that the airplane is pretty

much finished, I have to say that it
wouldn't have happened without
the Kimballs. Besides doing some
of the work, they are so willing to
explain how to do things, it's in
credible. I've asked them about giv
ing away 'secrets,' and Jim said, 'We
just want them to do it the right
and safe way.' That's a contribu
tion they make to aviation that few
know about, and you never get bad
advice from Jim or Kevin. Never!"
So, is the "Wacovia UPFski" truly
finished? Good question. Let's hide
in the bushes and see.
~

A wide variety of aeroplanes

of the Shuttleworth Trust
Sir John Allison sits
in Hawker Tomtit
G-AFTA.

ARTICLE AND PHOTOS BY DAVID MACREADY

Editor's Note: Our U.K. correspondent, David Macready, has kindly sent us a few CDs worth of text and
spring activities at the Old Warden aerodrome. We've combined images from both the May and June evening
in this month's report, and we'll have more images from the event in next month's Vintage A

This de Havilland DH.60 Cirrus Moth, G-EBLV, is owned by BAe Systems

as a tribute to the corporation 's heritage. It is flown by Keith Dennison.

A study in rapid aeronautical progress: a WWII era CCF Hawker Sea

Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica
G-ASPP and t he Avro Triplane IV replica G-ARSG.

The second evening air show at

Old Warden aerodrome, the home
of the Shuttleworth Trust Collec
tion, took place on Saturday, June
14, 2008 . The weather on the day
was somewhat variable with the
wind moving around, but generally
it was from the west. The weather
conditions also led to some mag
nificent cloud formations acting
as a backdrop for the evening's
affairs. The rain that was moving
slowly across the country managed
to avoid the airfield until after the
show had drawn to a happy con
clusion. That respite from the rain
gave those picnicking and sitting
leisurely by vehicles on the grass
on a summer's evening in Old War
den's natural amphitheater a won
derful experience.
One new feature being tried out
for the first time during this show
was the use of two of the collec
tion 's own pilots in the role of
announcer. Both pilots were also
active display pilots for the show
from time to time . It would have
been extremely difficult to find two
more knowledgeable individuals.
Both Trevor Roche, who covered
the early part of the show before
later going on to fly both the CCF
Sea Hurricane Mk.1b and Deper
dussin CIE, plus George Ellis, who
flew the Avro S04K and de Havil
land DH .S1 early on in the show,
added their commentary to the
day's events.
Of the two, Trevor certainly ad
opted a more laid-back approach,
more by his posture than his an
nouncements; in fact, any further
back and he might well have fallen
off his chair! But this pair of knowl
edgeable and affable characters
with their wonderful anecdotal sto
ries would be hard to beat. It is rare
that one can boast of being both
entertained and educated at the
A view of the flightline shows the
Shuttleworth Trust Collection's
Hawker Tomtit (K1786) G-AFTA in
the foreground and the Avro 621
Tutor (K3241) G-AANI.

Alan Hartfield's Dart Kitten II, G-AEXT, built in 1937.

Lightplanes built in Europe prior to WWII are rare indeed, and one of the rarest is this Desoutter 1 G-AAPZ,
flown by Frank Chapman.

Flown by Rob Millinship, here's the

Hawker Cygnet replica G-CAMM.

VINTAGE AIRPLANE

17

One of the many lightplanes on display at Old Warden, a Southern Martlet (No. 202) G-AAYX, flown by John Turner.

Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden.

same time.
For some spectators, the parade
of vintage vehicles during the 30
minutes before the flying display
was really the start of the show.
The evening's flying events
were opened with aircraft from the
World War I era. Due to serviceabil
ity issues just prior to their individ
ual display slots, neither the Bristol
M.1C nor the Royal Aircraft Factory
S.E.Sa were able to fly.
The show then progressed along
to the inter-war years with both
the Desoutter Mk.1 (G-AAPZ) and
Southern Martlet (G-AAYX) from
1940. Also flown was a Hawker
Cygnet replica (G-CAMM) by Rob
Millinship: it bounced around the
18

AUGUST 2008

skies a bit in the slightly brisk wind

conditions . The original was built
for the 1924 Lympne Light Aero
plane Competition. The replica is
in the colours worn by G-EBMB for
the 1926 trials, which the original
aircraft won; that lightplane was a
precursor to the rise to greatness of
Sidney Camm's flourishing aircraft
design skills. Then followed the
privately owned, unique, and only
flying example left in the world
of the 1937 Dart Kitten (G-AEXT)
owned and flown by Alan Hartfield;
Alan at this time is looking for a
new owner for his beloved aircraft,
someone who is prepared to shower
patience, time, and attention, and
a good home to this magnificent

grand dame of U.K. general avia

tion heritage.
The Dart Kitten was then fol
lowed by three de Havilland types
taking to the skies over Old Warden.
The DH.S1 Moth (G-EBIR), the old
est airworthy de Havilland aircraft
(from 1924) flown by George Ellis;
the DH.60 Moth (G-EBLV) from
1925 flown by Keith Dennison; and
the DH.82A Tiger Moth (G-ANKT)
from 1942, resplendent in its Royal
Air Force training command mark
ings. Various other aircraft from the
1930s and "40s then performed.
Two of those aircraft were of simi
lar parentage; the German Bucker
Jungmann design (G-RETA) in the
form of the CAS A 1-131E Series

The de Havilland DH.S1 GEBIR will outrun the bird you can see against the fuselage. Lens compression
makes the bird appear to be closer to the airplane than it really is, but it still looks like it's working hard to
keep in front of the big silver biplane. The DH.S1 is flown by George Ellis.

2000 was built in 1967, but was

finished in German prewar trainer
markings. A German Focke Wulf
FW.44J Stieglitz (G-STIG) owned
and flown by Peter Holloway was
originally built in 1937. This air
craft acted as a good comparison to
the display of the collection's own
Avro Tutor (G-AHSA) flown by Rob
Millinship. Incidentally, Peter Hol
loway has various other aircraft of
German origin in his growing col
lection based at Old Warden, often
referred to as the "Holloaffe." His
collection of German aircraft also

boasts a Fieseler Storch, which is

being restored to flying condition,
with superb attention to detail and
magnificent workmanship evident
in the restoration.
The show then moved back to
more of a warbird flavour with per
formances by a Hunting Percival
Piston Provost, Gloster Gladiator,
Hawker Hind, Westland Lysander,
and CCF Hawker Sea Hurricane.
For many spectators, the high
light of the show was seeing the
Shuttleworth Trust Collection's
unique Victorian era aircraft take

centre stage. Two of the collec

tion's imitation Edwardian-era
replicas from the film Those Mag
nificent Men in their Flying Machines,
the Bristol Boxkite, flown by Sir
John Allison, opened the pioneer
era display before being joined by
the Avro Triplane replica flown by
the collection's chief pilot, Andy
Sephton, giving up his usual seat in
the Blackburn Type D monoplane.
Dodge Bailey flew the Blackburn
(G-AANI), the oldest-flying U.K.
designed and -built aircraft, built in
1912 and now 96 years young (see
VINTAGE AIRPLANE

19

also the three photos of the Black

burn in the May 2008 issue of Vin
tage Airplane).

The final flight slot was taken by

the French-designed Deperdussin
CIE monoplane (G-AANH), built in
1910. It was flown, or more honestly
hopped, by Trevor Roche several
times along the grass runway. To
the delight of all present, his grand
old lady, a sprightly 98 years of age,
achieved almost heady heights in
her several hops. The human form
of arresting gear," should things
go wrong on landing, was ready
and waiting alongside the runway.
Once again this small grass air
field, nestled in the middle of ru
ral Bedfordshire, yet so close to the
Al and a stone's throw from Big
gleswade, delighted all those who
were fortunate enough to have
been present for the evening's
entertainment.
......

The Spanish-built version of the

Bucker Jungmann, the CASA
1131E Series 2000 GRETA, is
being flown by Peter Kosogorin.

1/

The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite
replica GASPP.

Left: Part of the collection owned

and flown by Peter Holloway is this
Focke Wulf FW.44J Stieglitz (D
2692) , GSTIG.
20

AUGUST 2008

Light Plane Heritage

ORIGINALLY PUBLISHED IN

EAA Experimenter

DECEMBER 1991

Remember the Klemm

Part II

BY BOB WHITnER

The baron"w~s ft:Q.lQ..the front co"ckpit for the benefit of news c~~eras: The"'plane was
normally flown solo from the rear cockpit. The stabilizer is not in place because the ship
was in the process of assembly. Note the large, slow-turning propeller.

ast month we described the Klemm light

plane that was built in Germany during
the 1920s. We told of two men who flew
one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime . Bad
weather dogged their journey-sometimes they
flew nervously under low clouds, and at other
times their vantage in the high-flying Klemm gave
them awesome panoramas of Alpine scenery. This
flight showed that small planes could in fact travel

long distances .
Now let's consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von Koenig
Wartha usen. Freiherr is the German word for baron.
Koenig-Warthausen (pronounced KAY-nig WORT
hous-en) was the son of aristocrats and was born and
raised in Castle Warthausen in southern Germany.
Educated in England and at the University of Ber
lin, he spoke German, Englis h , French, Spanish, and
a smattering of other languages. At the age of 19,

Editor's Note: Longtime aviation enthusiasts will recognize the byline of Bob Whittier. Bob has been a regular con
tributor to EAA publications since the founding of the organization, as well as a knowledgeable author for other avia
tion and boating magazines. Bob's Light Plane Heritage series in EAA's Experimenter magazine often touched on aircraft
and concepts related to vintage aircraft and their history. Since many of our members have not had the opportunity to
read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF
22 AUGUST 2008

he made a motorcycle trip around Germany, during

which he came down with pneumonia. He passed
the weeks of recuperation reading aviation books
and developed a strong interest in flying.
Upon graduating from college in 1929 at the age
of 22, he decided to learn to fly. His conservative
father was very much against this, but his aviation
minded mother supported it. Eventually, the two of
them managed to win the father's consent.
They traveled to the town of Bbblingen, south of
Stuttgart, to see Hans Klemm about ordering one
of his increasingly popular L.20 planes . And now
we are about to go back in time and recall a kind of
aviation that, for better or worse, no longer exists.
To best follow this story, get a good atlas that shows

circle 28 miles across.

At that time in Germany, a trophy known as the
Hindenburg Cup was awarded annually to the pilot
who had made the most significant sportplane flight
of the year. F.K. decided to go after it. In contrast to
his heavyweight name, he was a person of so slight
a build that he could have blended right into a gath
ering of jockeys. Because this likely kept him from
engaging in rough athletic competition, perhaps he
saw the Klemm as a way to prove his manhood. It's
certain, however, that his light stature helped the
plane do what it did with him onboard.
It occurred to him that a good way to seek the
trophy would be to attempt a nonstop flight from
Berlin to Moscow. More experienced pilots sought

The new plane was

delivered to the airfield
at Magdeburg some
80 miles southwest of
Berlin, and it was there
that F.K. learned to fly.

both cultural and topographical details. For the sake

of brevity, we will refer to the young baron from
now on as just plain F.K.
The new plane was delivered to the airfield at
Magdeburg some 80 miles southwest of Berlin, and
it was there that F.K. learned to fly. After only 12
hours of solo flight, he qualified for his private pilot
license. If this seems incredible, remember that in
still air the Klemm landed at only 20 mph and in a
mild wind at as little as 10 or even 5 mph over the
ground. Its long wing and fuselage made it a docile
plane. The only instruments were an altimeter and
basic engine gauges. A pocket compass was used for
navigation. The thick, high-lift-but-low-drag wing
afforded a glide ratio of 14-to-l, which means that
if the engine stopped at a height of 1 mile, the pilot
could set down on any available clearing inside a

to dissuade him from trying this because they were

concerned about his limited flying time. But no, he
wanted to win it!
A SO-gallon auxiliary fuel tank was installed in the
Klemm's front cockpit, giving the ship, with its 20
hp opposed twin Mercedes engine, a range of about
2,200 miles at around 45 miles per gallon. This was
deemed more than adequate for the I,OOO-mile trip
between the two cities.
He waited until weather forecasts showed he'd
have a good tail wind and took off from Berlin
at midnight on August 9, 1928. InCidentally, this
would be his first night-flying experience. The tail
wind pushed him along at a nice groundspeed . In
formation on the Klemm available today gives cruis
ing speeds of as low as SO mph and as high as 70
mph. It was a clear, beautiful night, and at dawn he
VINTAGE AIRPLANE

23

The baron, standing on a platform , explains details of his 20-hp Mer

cedes engine t o an interested friend . The engine had four valves per cyl
inder, hence the double exhaust stacks. The round housing behind the
propeller hub covers the reduction gear.

passed the city of Danzig, which

is now Gdansk, Poland. This was
four hours out and 250 miles
from Berlin, which works out to a
groundspeed of 62 mph with the
tail wind, so an airspeed in the
50s seems likely.
Then the weather turned rainy,
but at least it was now daytime .
Poor visibility forced him down
to about 100 feet. After flying for
14 hours, he was miserably tired,
wet, and cold. Weary of it all, he
landed on a farm field near an ob
scure Russian village. This happily
turned out to be only 10 miles from
Moscow. During the long flig ht,
a thermos of hot tea had worked
its way out of reach, so his first act
was to get at it and eagerly down
its warming contents. Villagers
seemed to think that he was per
haps refueling himself, or else cel
ebrating his safe return to earth.
That done, he asked to be taken to
a phone so he could call the German
consul in Moscow. This gentleman
obligingly drove out to pick him up
and take him into the city. Once at
the consulate, EK. ate a hearty meal
and slept for 20 straight hours.
24

AUGUST 2008

Russian aviators gave him quite

a reception, and he remained in
Moscow for several days. In the
course of talking aviation with
them, one of them began extol
ling the great flying conditions to
be found in the southern part of
that vast land. This intrigued EK.
so much that the idea grew in his
mind that it would be interesting
to press on to the city of Baku on
the western shore of the Caspian
Sea in Azerbaijan, some 1,200
miles south-southeast of Moscow.
So on the morning of August
13, he took off and set course over
the seem i ngly endless Russian
countryside, fo llowing a railroad
in the absence of good maps . The
route led past the soaring peaks
of the Caucasus Mo u ntains, one
of which was Mount Elbrus, the
highest in Europe at 18,481 feet
above sea level. He worked his way
between the peaks at alti t udes of
12,000 to 13,000 feet.
For a while a pair of very large
eagles flew alongside him, some
times coming so close that he
feared they intended to attack
the Klemm . His account of these

long flights, as told in his book

Wings Around the World (G .P. Put
nam's Sons, London and New
York, 1930), says nothing about
the plane being eqUipped with a
relief tube. Either he took along a
tin can or had a phenomenal rest
room range!
In Baku he had his first contact
with Asia, finding the people no
ticeably more relaxed and outgo
ing than Europeans. While in Baku
he met the German consul from
Tehran in Persia (now Iran), who
was in town on business. The con
sul invited EK. to visit him in Teh
ran. Since it was a comparatively
easy 300 miles south-so u theast
from Baku, and the route would
most ly follow the southwestern
shoreline of the Caspian Sea, EK.
accepted the invitation.
His departure was delayed by an
odd bureaucratic foul-up . In the
course of making out a visa ap
plication, the word "not" was in
advertently left out. This made it
appear to horrified officials that he
was carrying a radio, camera, and
machine gun . The foreign devil
was surely a spy! EK. finally con
vinced them that he was an inno
cent tourist, and they let him go.
While following the Caspian
shore line, he found himself fly
ing alongside a flock of thousands
upon thousands of pink flamin
goes, some of which almost col
lided with the Klemm.
He made a rest stop at a re
mote town called PachlewC which
was surrounded by dense forest.
As he was about to touch down
he saw that the runway was ob
structed by many wild hogs that
had wandered out of the woods.
The Klemm's low speed and con
trollability enabled him to avoid
striking them.
Someone passed along the un
welcome information that malaria
was rife in that town, so he was
anxious to be on his way. How
ever, he did take time to repair
a native's phonograph; the man
was so grateful that he insisted on
loading the Klemm's cockpit with

fine cantaloupes. Another person

told him that it took a week to
travel from Pachlewi to Tehran by
camel, 14 hours by car, and four
hours by airplane.
Once aloft, F.K. decided the load
of cantaloupes crowded his already
cramped cockpit too much. So,
pretending he was flying a bomb
ing airplane, he dropped them
over the side one by one, choosing
targets such as shrubs and rocks.
As each in turn splattered far from
its intended target, he learned that
aiming bombs involves much more
than guesswork.
While traversing the Mechil
Pass he looked down on caravans
totaling hundreds of plodding
camels carrying the riches of the
East to markets in the West, just
as they had done for many gen
erations. He began to realize how
miraculous it was to be magic
carpeting along even in such a
slow plane as the Klemm.
Thirty miles from Tehran he
ran out of gas, having decided it
would be easier to get over high
mountain passes if he didn't top
off the big tank. He landed on a
lonely road that he was later told
was the same one traversed by
the army of Alexander the Great
in 300-200 B.C. After a while he
spotted a car in the distance. Its
driver at first thought the Klemm
sitting out there in the middle of
nowhere must certainly be a new
and strange kind of mirage . Once
convinced that the plane and pilot
were real, he gave F.K. 2 gallons of
gas. The young pilot decided to
wait in the shadow of the plane's
wing until later in the day when
the air would be cooler and easier
to fly in.
Many natives crowded around
what was the first airplane most of
them had ever seen close up. Hav
ing curious natives poke holes in
the fabric proved to be a problem
everywhere he went. At airports,
he used aircraft fabric and dope
for patching but in remote places
had to make do with pieces of
handkerchief cloth stuck on with

Baron von Koenig-Warthausen in the cockpit of his Klemm. Pilots flying

open-cockpit planes in tropical desert lands often wore pith helmets as a
precaution against sunstroke.

egg whites. How about that, FAA?

Once in Tehran he thought he'd
stay for several days and then start
for home. But he ended up stay
ing there a month, learning much
about the ancient country of Persia
and its people. He was introduced
to the Shah, who invited him to
come along on several hunting
trips. While the novelty of travel
ing by newfangled airplane had
something to do with it, his status
as a real live baron probably also
helped to open doors.
In 1929, the Persian air force
consisted of 30 planes, each one
a different make or model! There
were only two railroads in this en
tire vast country. One was 3 miles
long and the other 12. The nearest
railroad to Tehran was 600 miles
away, he was told.
Since the only way he could get
to ride home in comfort was to fly
that distance, he figured he might
as well press on and explore more
strange lands. Someone suggested
he go to Bushire on the Persian Gulf,
just 500 miles south of Tehran.
So he hopped off early on the
morning of September 23, intending
to make a stop at the ancient city of
Isfahan about halfway to Bushire.

Isfahan at that time was rarely vis

ited by tourists and was said to be
a fascinating place. It had been a
political, religious, and commercial
center since time immemorial.
On the way there, F.K. found
himself flying at 6,000 feet over
beautiful, mountainous country
and also dealing with a fuel trans
fer pump that refused to work.
Again, the Klemm's low landing
speed proved to be a lifesaver, for
he was able to set down on a small
patch of smooth ground. By si
phoning gas out of the big tank,
he was able to top off the plane's
gravity-feed tank and continue on
his way.
During this and other forced
landings, another of the Klemm's
features proved invaluable. It had
a kick-starter operable from the
rear, solo-flying cockpit. Details
are elusive, but it seems to have
consisted of a pedal, cable, and
ratchet arrangement.
Isfahan lived up to its reputa
tion. Its "airport" was a strip that
ran right through the middle of a
large cemetery. It had a covered
bazaar that stretched along for
4 miles and contained hundreds
of small specialty shops. The exVINTAGE AIRPLANE

25

quisite works of highly skilled

silversmiths could be bought at
flea-market prices.
After three days of sightseeing,
F.K. took off for Shiraz, about 100
miles inland from and northeast
of Bushire. A friend from Ger
many was now living there, and
he wanted to pay him a visit. This
flight required traversing a moun
tain range with peaks that soared
to 14 ,000 feet. He encountered
winds and downdrafts so strong
that he could not coax the plane
through the passes, so he set down
on a patch of sand he sighted
on the slope of a mountain. The
plane rolled to a stop just 60 feet
from the edge of a precipice.
So there he was, very much
alone, without food or water, and
with the thermometer reading
100 degrees. According to his map
there was a small Village about 25
miles away. He spent four hours
burning away shrubs to clear a
path for taking off. Late in the
afternoon the wind settled down
enough to encourage him to at
tempt a takeoff. He kick-started
the engine and eased the throttle
forward. The plane didn't budge;
its thin, high-pressure tires had
cut deeply into the sand.
He clambered out of the cockpit,
opened the throttle a little, and
jumped down on the sand to push
it in hopes of getting the plane
moving. Alas, he had opened the
throttle a little too much and, as
soon as the ship started to roll, it
accelerated and almost got away
from him before he could scram
ble up onto the center section and
kill the ignition.
He finally got the plane to
move ahead with him in it but
could not achieve flying speed be
fore coming dangerously close to
the edge of the precipice. So he
scooped pits in the sand in front
of the wheels, rolled them into
it, and pushed sand back into the
pits to "tie down" the Klemm.
Then he set out on foot along
a faint path that he hoped would
lead to the village shown on his
26

AUGUST 2008

map. By that time night had come,

the air had cooled off considerably
from the daytime temperature of
100 degrees, and a bright moon
was shining. After a while he made
out in the moonlight what looked
like a fort on a slope above him.
Nobody answered when he called
so he kept moving. Finally at dawn
he reached the Village and its in
habitants. Later on one of them
told him that he had indeed seen
an old fort. It had become the
headquarters for a gang of bandits,
and very fortunately they were do
ing business elsewhere when he
happened along.
He was also fortunate to get
a ride in a mail delivery car for
the 200-mile trip to Shiraz. The
"road" was incredibly rough, and
they repaired 14 flat tires along
the way. In Shiraz, he looked up
his friend, who loaded a wheezy
Ford with provisions for the trip
back. It took 24 hours for F.K. and
his friend to reach the Village and
then four days to reach the plane
by horseback . A dozen villagers
came along as helpers and it took
them four mo re days to clear a
300-foot take-off path .
The nights were cold, and the
two Europeans were very grateful
for the natives' way of coping with
this. For their evening cooking they
made fires in what seemed like un
necessarily long pits scooped out
of the sand. When it later came
time to go to sleep, they brushed
the campfire embers out of these
pits and snuggled down into the
fire-warmed sand for a reasonably
comfortable night.
The natives talked a lot in their
local dialect while they worked.
F.K.'s friend told him they were
agreeing among themselves that
it was impossible that the plane
could have gotten where it was by
itself and that it therefore could
not possibly flyaway! He later told
F.K. that the expressions of aston
ishment that came over their faces
when it did in fact become airborne
were really something to see!
Once in the air, F.K. headed for

Shiraz. While en route he circled

several times over the ancient ru
ins of Persepolis for some aerial
sightseeing. In Shiraz, he saw the
tombs of Ali Baba of the Forty
Thieves and the great Persian poet
Omar Khayyam.
The subsequent flight to
Bushire took F.K. over some very
wild and arid country. In trying
to get over yet another range of
13,OOO-foot mountains on a par
tial and therefore light tank of
gas, head winds caused him to run
out of fuel. Upon landing close
to a tiny Village, he found him
self surrounded by a group of not
very-friendly-looking natives who
promptly took him to the local
sheik's house.
There he was seated on a pile of
fine Persian rugs and surrounded
by 20 grim men as he was inter
rogated at length . Who was he?
What was he doing in their land?
Finally the tribunal seemed con
vinced he was a friend and not an
enemy and became quite cordial.
F.K. began to realize how primi
tive these people were when he
discovered they had never seen a
wristwatch, compass, or map.
It took two days to fetch gas by
camel. As F.K. was pouring it into
the Klemm's tank, the sheik asked
if he might have a small bottle of
it. F.K. obliged ... and was aston
ished and horrified when the fel
low downed a generous swig of
the stuff. It seemed these people
considered gasoline to be the very
best cure for whatever ailed them.
The other men asked for some,
too, but EK. felt he really could not
spare that much. When he then
drained and replaced the engine's
crankcase oil, they asked if they
could have the old oil. Assuming
they wanted it for some utilitarian
purpose, he gave it to them and
was appalled to see them divide up
and then swallow the dirty stuff.
Then and there he decided he must
quickly take off and get well away
from that weird crowd. You see, the
little Mercedes engine was lubri
cated with castor oil!
.....

Arthur Melvin Moose

Mt. Pleasant, NC

World War II veteran

Pilot fo r over 50 years
Wright Brothers Master Pilots Award Winner

liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices,
in the air or on the ground . The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations."

- Melvin Moose

AUA is Vintage Aircraft Association approved. To become a member of VAA call 8008433612.

Aviation insurance witIt the EAA Vintage Program offers:

Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt. - AUA is licensed in aU states

BY ROBERT GLOCK

Troubleshooting techniques
Learning the system
Editor's Note: We're pleased to introduce Bob Lock as a
regular columnist for Vintage Airplane. Many ofyou have
seen Bob's work within the pages of the Travel Air Restorers
Association newsletter. Bob has agreed to share his experi
ence with our Vintage Aircraft Association membership
on a regular basis. A winner of the FAA's Charlie Taylor

he ability to effectively
troubleshoot, diagnose,
and repair problems is a
gift from experience gained over
the years of being an aircraft me
chanic and always seeking the
reason why the problem occurred
in the first place. Over the years I
have had the opportunity to meet
many legendary pioneers, both
mechanics and pilots. I was al
ways interested in what had made
them successful.
One famous person I have
known for many years is retired
U.S. Air Force Gen. Chuck Yeager.
Yeager will always say it was luck
and being in the right place at the
right time when he was flying the
Bell XS-l. But there were other
traits of the man who broke the
sound barrier that set him above
the rest. He learned each and ev
ery system on the revolutionary
Bell experimental aircraft and thus
knew how it functioned.
On a camping trip several years
ago into the high Sierra Nevada
mountains of central California with
his brother, Hal, I quickly learned
why Chuck had been so successful.
Chuck told me, "If you don't know
how it works and what it does, then
how in the heck can you fix it?"
28 AUGUST 2008

Master Mechanic Award, Bob has worked as an airframe

and powerplant (A&P) mechanic and A&P instructor for
his entire professional life. If you have a technical question
you'd like answered, please feel free to drop us a line here
at EAA headquarters, and we'll pass it along to him. Wel
come, Bobf-HGF
<? ~

(/

----- ------------

,------:::-~----

I
I
~

R fH i

MANI! T O

./

///

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(

//'~~~~~~~

"(
I GNlllON

F
W I RI NG DIAGRAM

CONN! ' ;

"'~AR ~.I;~;{

L~F r M,R,.SN~TO
e:;L'tZN;OC:,;:.r9N;r:;;
P LV TO

CON TINENTAL W6706A SERIES AIRCRAFT EI'-K;l1\.

FIG 20

Figure 1: The magneto schematic diagram for a Continental W-670-6N

radial engine.

Chuck would borrow a G35 Bo

nanza that belonged to a friend
and fly it to various parts of the
country. Being manufactured in

1956, the aircraft had an alumi

num Beech electric constant
speed propeller that was factory
installed. On one particular trip

Figure 2: A common magneto switch from before World War II.

the prop would occasionally not

stay in the constant speed mode
of operation. After his return, I
went to visit Chuck, and he de
scribed the problem in complete
detail. Then he took out the main
tenance manual, turned to the ap
propriate page, and proceeded to
describe exactly how the system
worked and how to fix the prob
lem by cleaning and filing the
points in the relays . That is the se
cret of troubleshooting problems
with airframe and powerplant
components. Know how the sys
tem works, diagnose the problem
in detail, look at the schematic (in
this case), and fix the problem.
Since this column deals with
the older aircraft, we'll use the
small Single-row air-cooled radial
engine for discussion. My experi
ence is primarily with Continen
tal, Wright, Lycoming, and Pratt
& Whitney engines and small bits
with Warner, Kinner, and Jacobs
engines. Years ago I even worked
on a Jacobs L-3, a three-cylinder
radial engine installed in a Spar
tan C2-60. However, the ignition
systems are very similar, with the
exception of a magneto battery
system on the Jacobs.
Now let's look at a complete sys

tem to see how all the components

fit together. The schematic diagram
is copied from the operating and
maintenance instructions for a Con
tinental W-670-6N radial engine. It is
a good example of what an entire ig
nition system looks like. In this case
the magnetos are Bendix SF7, since
these magnetos are approved for the
W-670-6N. If Bendix-Scintilla mag
netos were used, the engine would
be a W-670-6A. (See Figure 1.)
A pOint made previously dis
cussed knowing the system and
how each component within the
system works, which makes trou
bleshooting easier and the outcome
to a problem quicker to reach.
In the system schematic men
tioned earlier, most engine in
stallations have eliminated the
booster coil while a few retain
the manual advancelretard of the
magnetos for starting purposes.
When the lever in the cockpit was
moved to the RETARD position on
the quadrant, the breaker assem
bly was rotated on the cam for a
specific number of degrees, which
caused the breaker points to open
later, or when the piston in the
number 1 cylinder was approach
ing the top dead center position.
When the engine started, the le

ver was moved to the ADVANCED

position; that caused the breaker
points to move opposite on the
cam, thereby causing the spark to
occur at the fully advanced po
sition, which was 24-32 degrees
before top dead center, depend
ing on the type of engine. The
control lever was set at the fully
advanced position for all normal
flight operations.
MAGNETO SWITCH: A rotary
switch that either grounds or opens
a circuit to each magneto. When
the switch says OFF, both magnetos
are grounded. (See Figure 2.)
With the engine running at idle
speed, turn the switch to the OFF
position and the engine should quit.
If it doesn't you have a hot magneto.
When the engine is running the
switch reads BOTH. The ground cir
cuit to each magneto is open. When
you check the magnetos, moving the
switch from BOTH to LEFT grounds
the right magneto so only the left
magneto will operate. Conversely,
when the switch is placed to RIGHT,
it grounds the left magneto so only
the right magneto will operate. The
switch is connected to the magnetos
through a wire that is actually con
nected to the Primary coil. Thus we
call these wires the lip" leads. Again
VINTAGE AIRPLANE

29

Coil

1Ji===~iii!<--- ASBESTOS WASHER

(About 180 turns no. 18 wire)

SPARK PLUG TERMINAL

V1'r--CERAM~CL~~IAIING
TERMINAL CONTACT
1I'I'b!N---:7-...,...- CEMENT
OUTSIDE
INSULATION

W NT'---- SIUMENT SEAL

~

_ MICA
CIGARETTE

"""H--- ASBESTOS WASHER

~t--- SILLMENT SFAL

SHEU

~~- INSULATOR CASKET

Figure 3: This isometric drawing

shows the components of a typical
magneto. A magneto generates a
high-tension spark using the prin
ciples of induction and requires no
external power source.

BASE

INSULATOR

&11:-+-- CENTER ELECTRODE

................<---- GROUND ELECTRODE
4PlHlfjGS

Figure 4: The spark plug on the left is a non-shielded type, while to the
right is a fully shielded plug.

thusly : I -I, 2 -3,

3 -5, 4 -7, 5 -2, 6 -4,
7-6. On the ends
of the harness leads
are wire spring coils
called"Cigarettes."
The cigarettes trans
fer spark from the
leads to the spark
plug. The opposite
end of the lead is
connected to the
distributor block in
the magneto. This
COLD
HOT
installation is a
Figure 5: The reach and length of the center
"high-tension" sys
electrode combine to determine the relative tem
tem, meaning the
perature at which a spark plug operates. This illus high-in tensity spark
tration from Advisory Circular AC 43-13-18 shows
leaves the magneto,
how heat is conducted within the plug.
travels through the
harness to the spark
it is these wires that open (ground) plug, then jumps the gap in the plug
the magneto.
to ignite the fuel/air charge in the
HARNESS LEADS: In the sche combustion chamber.
matic shown in Figure 1 note that
MAGNETO: A magneto is es
the right magneto leads are con sentially an engine-driven AC
nected to the front spark plugs, and generator that uses a permanent
the left magneto leads are connected magnet as a source of energy. It
to the rear spark plugs. The firing is a self-contained unit requir
order of the magneto (for a seven ing no external electrical source.
cylinder engine) is 1-2-3-4-5-6-7. The The magneto develops high volt
engine firing order is 1-3-5-7-2-4-6. age that forces a spark to jump
Therefore, the only harness lead that across the spark plug gap in each
is common is the number 1 cylinder. cylinder combustion chamber.
The harness leads t hen are routed The magneto operation is timed
from the magneto to the engine to the engine so the spark occurs
30 A U G U ST 2008

r~-+--CERAMI C

only when the piston is on the

proper stroke at a specific number
of crankshaft degrees before top
dead center on the compression
stroke. (See Figure 3.)
When troubleshooting the igni
tion system, the problem could be
anyone of the components. Isolat
ing the problem is achieved by the
experience of a mechanic and the
description of the problem in great
detail by the pilot. We'll discuss
troubleshooting problems in the
next installment of this column.
Both Scintilla VMN and Ben
dix SF7 magnetos had a manual
spark advance for easier starting
of the engine. The breaker points
were rotated to change the point
where magneto firing occurred ,
thus retarding the spark closer to
top dead center of piston travel.
Scintilla manufactured an au
tomatic advance magneto, the
VMN-7DFA, the letter A indicating
automatic advance. This system
made for easier engine starting
with no "kickback," as the shaft
in the static position was auto
matically retarded 12 degrees.
When the engine was running,
the spring-loaded shaft automati
cally advanced the spark to what
the engine manufacturer specified .
When checking ignition timing
it's always a good idea to look at

TAiLWW66LS

FLY WirW

A FQi6l\JD
VINTAGE AI RPLANE

3 1

the data plate on Scintilla mag

netos to see if the automatic
advance feature is installed in
the unit.
SPA RK PLU GS: It is im
portant to match the original
equipment manufacturer's
(OEM) recommendation on
spark plugs. This data can be
found in the Engine Specifica
tion or Type Certificate Data
Sheet published by the Federal
Aviation Administration (FAA).
Do not substitute a plug type
without specific approval, as
there are several factors that
determine precisely what part
number spark plug is used. Basi
cally there are two types of spark
plugs, the unshielded and the
shielded. The unshielded plug is
rarely used because of radio in
terference; the shielded type is
more desirable. However, it may
be difficult to install shielded
plugs with a magneto that was
not manufactured for shielding.
Another consideration is
"reach,1I which is the length
of the threaded portion of the
plug. (See Figure 5.) Also heat
range is another factor. There
are "hot and "cold plugs. The
OIL SfJMP DRAIN
term "hot indicates the plug
does not conduct heat away as
quickly as a "cold plug, which
rapidly conducts heat away from
the plug.
Figure 6: The Continental R-670-4 engine with Bendix SF7 magnetos and
Consult FAA Advisory Cir non-shielded spark plugs. Photo from Continental Motors Corporation's "Op
cular 43.13-1B, Chapter 8, erating and Maintenance Instructions" for the R-670-4 aircraft engine dated
paragraphs 8-15, for more data March 1941.
on aircraft ignition systems.
OEMs offer a chart showing
approved plugs for specific
bleshoot airframe and powerplant technician training programs. Just
engines.
problems, in addition to learning go look at the mandated curricu
There will be more on the com the systems, one must be able to lum in Federal Aviation Regulations
ponents in detail in our next edi diagnose the symptoms. Inspection Part 147. So where does the knowl
tion when we troubleshoot the is most important; don't be afraid edge and practical experience come
ignition system. The troubleshoot to probe, push, pull, shake, and from? From the older generation
ing will be specific to Single-row think out the problem. The days of mechanics. We must pass along
radial engines: the Wright R-760 , are over when you can pull up to a our experience to those young
Continental R-670, Pratt and Whit fixed base operator and have some A&Ps who desire to follow in our
ney R-98S. The Lycoming R-680 en one there troubleshoot a problem footsteps. Now is the time to show
gines had a dual magneto, but the on your 1929 airplane. Take it from them the way.
basic ignition system was the same me, the FAA has deleted or lowered
Next issue, the American Bosch
as a Continental system.
knowledge levels for all older com magneto and the history of the
To adequately learn how to trou ponents and structures in the A&P magneto.
~
ll

ll

ll

ll

32

AUGUST 2008

G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES.

THE SMELL OF OLD L EATHER.
PALMS REFLECTED IN SPOTLESS CHROME.
IT COULD ONLY BE .. .

OCEAN REEF CLUB

Thursday, December 4 - Sunday, December 7, 2008

including

The Antique and Classic Yacht Rendezvous

The Concours d'Elegance of Automobiles

The Antique and Classic Airplane Fly-In

PLEASE CALL FOR RESERVATIONS BYNOVEMBER 3

305-367-5874 or email memberevents@oceanreef.com

Registration Fee:
$375.00 + 7.5% tax per person
Participation includes
road rally and luncheon and welcoming cocktail party on Friday,
Saturday day-long celebration of boats, cars and airplanes,
Saturday evening dinner party, awards and
farewell breakfast on Sunday morning.

Special Lodging Rate:

$230.00 + tax and daily service charge

L-4 CUB
1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local
EAA Chapter 64, then 1 flew it across the coun
try for three weeks (about 100 hours) to help
raise awareness for brain tumor and cancer re
search (I am a brain cancer survivor). The old
Cub warbird flies hands-off in level flight, and I
could not be happier.
Brian "Brain" Kissinger
www.FirstGiving.comlbrainsflight and www.
BrainsFlight.com

BEECHCRAFT DEBONAIR
We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition. The plane features an
10-470 260-hp engine, horizontal situation indicator, JPI,
S-Tec 55 (alt hold and tracking), and an MX20 with a com
plete UPS radio stack. It also has VistaNav with synthetic
vision and XM WX Satellite Weather in the cockpit. Our
Little Debbie is a very nice ride.
Jim Deutsch

Punta Gorda, Florida

STINSON 108-3
NC558C was forced into a complete restoration after en
countering severe turbulence in May of 2007. Electing to
modify the original item resulted in adding a one-piece wind
shield, observer doors, and numerous other improvements
designed to improve 558C's overall reliability and perfor
mance while keeping the end result as stock "Station Wagon"
as possible. Dave Ormond and I flew the first of three test
flights in March 2008. It has accrued 27 hours since.
A special thanks to Dave for his guidance and crafts34

AUGUST 2008

manship and of course Duane Bostrom for a great job

in shooting the paint and detailing recommendations.
NC558C is powered by a Franklin 6A-335-B1 spe
cially built by Greg Lucas of e.G. Lucas Co. It trues out
at 121 knots using 9.5 gph at 8,500 feet, with a 985
pounds of useful load. Takeoff, landing, and climb per
formance is truly best defined as outstanding.
Mark Meiggs
Oakdale, California

WHAT OUR MEMBERS

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

O't1J. oft e '92 9 - '949

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" Aviation fans will enjoy the year-by-year storytelling about the airplanes, and
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" .. a positive addition to the aviation his torian's
video collection."
J e rri Be rge n, A m eric an Aviation His torical S ociety

" I highly recommend this interesting video. "

Tim Sa vage, Warbird Diges t

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VINTAGE AIRPLANE

35

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF

TED BUSINGER, SALEM, ARKANSAS.

We should mention that the previous two images

from Ted's collection were originally taken by his friend
Roy Russell. Roy was a young man during the early
years of aviation, and he often had his camera with him
as he visited the airfields in southern California.
Send your answer to EAA, Vintage Airplane, P.O.
Box 3086, Oshkosh, WI 54903-3086. Your answer

needs to be in no later than September 10 for inclusion

in the November 2008 issue of Vintage Airplane.
You can also send your response via e-mail. Send
your answer to MysteryPlane@eaa.org. Be sure to in
clude your name plus your city and state in the body
of your note and put" (Month) Mystery Plane" in
the subject line.

MAY'S MYSTERY ANSWER

Here's a side view of the landis-Earle 101, our May Mystery Plane.

36 AUGUST 2008

We had but two responses to

our May Mystery Plane; here's our
note from Wes Smith of Spring
fie ld, Illinois.
"Wild guess. After much thought
and searching, could the May 2008
Mystery Plane be the Landis and
Earle or Landis-Earle 1934101? As in
George L. Landis and Blodgett Earle.
Aerofiles.com mentions a two-place,
cabin, high-wing monoplane con
structed by Landis and Earle (4633
Cramer St., Milwaukee, Wisconsin)
in 1934. The 101 was powered by
a 90-hp Cirrus and was apparently

registered as NR or NC 13657. The

wings were modified from a Pheas
ant Traveler, and at first I thought
the aircraft was a Pheasant or per
haps some sort of modified Ogden
or even a Polish RWD-4."
Right on the money, Wes! For
rest Lovely of Jordan, Minne
sota, pointed out the lineage of
the Pheasa n t and the fact that
we had printed the photo back
ward . In fact, the pr int we have
is backward, and sure enough, we
scanned it and d u tifully repeated
the mistake!
......

Subscribe to e-Hot Line,

EAA'sfree weekly
members-only
electronic newsletter.
To start receiving e-Hot
Line this week, visit the
members-only site at
www.eaa.org, or simply
click on the "Subscribe
to e-Hot Line"box on
the home page. ~)

.........___ EAA/

GET CONNECTED ...

Stay Informed

E-mail is the easiest way for

you to get comected to the EAA
community and stay informed.
By sharing your e-mail address
with us, you'll receive:
EAA's e-Horline electronic newsletter
Information on EAA events
The latest aviation industry updates

And requests for your feedback on current

aviation issues.

Getting connected is easy:

log on to www.eaa.org/email

and fill in the form

Changed your e-mail address?

Let us knowl

Your name ood e-mail address will re;er

be shared with a third parly.
See our privacy policy at www.eoo.org/disclaimer.html.

It's called rejuvenation, and it works great with real

dope finishes. Spray our rejuvenator over aged dope;
it soaks in and restores flexibility for years of added
life. It can even hide hairline cracks. And no finish
has the foot-deep luster of
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Roll back the calendar on
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800-362-3490
RandolphAircraft.com
VINTAGE AIRPLANE

37

This VAA Calendar of Events is a fraction of those posted on the newest page on the
EM website. To submit an event, or to view the most up to date list, please visit the EM
website at www.eaa.org/calendar. During 2008, we'll publish this calendar as we transition
to an all-web based calendar for 2009. This list does not constitute approval, sponsorship,
involvement, control or direction of any fly-in, seminar, fly market or other event.
August 10 - Queen City, MO - Applegate Airport. 21st Annual Watermelon

Stearman Fly-In . Programs on Stearman history, technical

Fly-in and BBQ 2:00 PM Dark. Come and see grass roots aviation at its
best. Info: 66()'766-2644 or 660-665-0210 or ccpha@nemr.net
August 10 - Chetek, WI - Chetek Municipal Southworth Airport (Y23)

seminars on flying and maintenance , flying contests , Dawn Patrol ,

Annual BBQ Charity Fly-In 10:30 - 3:30 pm Modern, Antique, Unique

planes and Warbirds. Antique and Collector cars. Children activities
and airplane ride raffle. Water ski show to follow. www.hydroflites.com
Contact info: Chuck Harrison 715456-8415, charleytango@yahoo.com
Tim Knutson 651308-2839, n3nknut@citizens-tel.net
August 10 - Chetek, WI - Annual BBQ Charity Fly-In. (Y23). Modern ,
Antique, Unique planes and Warbirds. Antique and Collector
cars . Children activities and airplane ride raffle . Water ski show
to follow. www.hydroflites.com. 10:30-3 :30 pm . Contact: Chuck
Harrison , Phone: 715-456-8415 , charleytango@yahoo.com
August 16-17 - Oshkosh , WI - Good 01 ' Days . Pioneer Airport.
Vintage aircraft and car demonstrations ; send a piece of airmail
and play an old-fashioned children's game! Fun for the whole
family. Included in museum admission . 1()'5 pm. Contact: Kathy
Hanson , Phone: 920-426-6135 , Email: museum@eaa.org

lunchtime flyouts , pizza party and Labor Day evening picnic .

Awards banquet on Saturday night and a Sunday morning airport
breakfast. Contact: Jeanne Conlon , President, Phone: 309-343
6409 , Email : stearman@stearmanflyin .com
September 4-7 - Greenville , ME - 35th International Seaplane Fly In .
Maine Dept. of Inland Fisheries and Wildlife Stobie Hangar. For
more info visit www.seaplanefly-in.org
September 12-14 - Hammondsport, NY - Glenn H. Curtiss Museum ' s
Annual Seaplane Homecoming. Featuring the first flight of the
Curtiss "America" . Seaplane rides , The Glenn Curtiss Salute
seaplane parade, boat cruises on Keuka Lake, vendors and
exhibitors, period dress contest, and much more. " Dining with
Glenn " dinner Saturday evening. Registration includes access to
the museum all weekend. Contact: Glenn H. Curtiss Museum ,
Phone: 607-569-2160, Email: info@glennhcurtissmuseum .org
September 13-14 - Auburn, IN - Midwest Stinson Fly-in . VAA Chapter
37 (GWB). Pancake breakfast and Young Eagles in the morning

August 17 - Brookfield, WI - Fly-in/ drive-in and Ice Cream Social

at Capitol Drive. Capitol Drive Airport (02C) . Antique aircraft and
autos, ice cream and sundaes . Start Time: 12:00-5 pm. Contact:

with a Midwest fish and chicken fry on Saturday evening.

Visit one of the 3 local museums (Auburn , Cord , Duesenberg
Museum/WW II Victory Vehicle Museum/ Hoosier Warbirds

Jim Brown, Phone: (262) 895-6282, Email: jb1910@wi.rr.com

August 22-24 - Brampton, ON , Canada - Bellanca-Champion Club
East Coast Fly-In . Brampton Airport (CNC3). Get your passport

Museum) for a great day. Vintage cars and motorcycles will also
be on hand. Camping/ local motels available. Contact: Tim Fox,
Phone: 260-437-7702, Email : tim@flyingshepherds.com

now! Our annual East Coast Fly-In will have an international flavor
this year. Contact: Robert Szego, Phone: 518731-6800, staff@

September 13-14 - Weirwood , VA - Great War Aerodrome WWI Fly-in.

Campbell Field (9VG). A WWI themed fly-in . Come see WWI

bellanca-championclub.com. Online registration at www.bellanca

replicas , models and re-enactors. Meet historians and collectors .

Replica owners and vendors should ontact: Robert Waring,
Phone: 703309-7596, Email: greatwaraerodrome@yahoo.com
September 1 9-21 - Troy, OH - WACO Field (lWF) Annual WACO Fly-in

championclub.com

August 23 - Delaware, OH - EM Vintage 27 Fly In Breakfast. (DLZ).

Fly-In Breakfast. 8-10 am. Contact: Woody Mcintire, Phone :
6145652887 , wjmcintire@cs.com
August 23 - Valle-Williams, AZ - Grand Canyon Valle Airport

(40G) Uust 25 miles south of Grand Canyon!). Fourth Annual

"Thunder over the Coconino " Fly-In Sponsored by EM Chapter
856, 8-4 pm. $10.00 per plane (includes entrance fee for Planes
of Fame Museum). Contact: Norm Gobeil , (928) 635-5280, info@
valleairport.com , www.valleairport.com
August 23-24 - East Livermore , ME - Bowman Field Fly-In. Bowman
Field (Bl0). Family fun weekend , Aircraft , flea market, games
for kids, camping and lots of "Airport Camaraderie. " Seaplane
ops allowed. If you have wheels , floats , or a hull we will see you
there. Contact: Kenny Lyman, Phone : 207-897-5104, Email:
kasl@megalink.net
August 30 - Marion , IN - Marion Municipal Airport (MZZ) 18th
Annual Fly/ In Cruise/In. 7:00 am -2 :00 pm . Antique, classic ,
homebuilt, ultralight and warbird aircraft and vintage cars ,
trucks , motorcycles , and tractors. AII-you-can-eat pancake
breakfast; all proceeds go to benefit Marion High School
Marching Band . Website : www.FlylnCruiseln .com. Ray Johnson
- (765)664-2588

September 1-7 - Galesburg, IL - National Stearman Fly-In. Galesburg

Municipal Airport (GBG). All About Stearman! 37th National

38 AU G U ST 2008

at Historic WACO Field 8-5 Saturday and 9-4 Sunday. Pancake

Breakfast Sat. , WACO rides all 3 days , Parade of WACOs Sat.,
Museum tours, food and fun. Benefits the WACO Historical
Society. For more information contact John Schilling at john .
schillingwaco@yahoo.com or Karen Purke at karenpurke@woh .
rr.com
September 19-20 - Bartlesville, OK - 52 Annual Tulsa Regional Fly-In ,
Contact 1-918-622-8400, www.tulsaflyin.com
September 19-21 - Coffeyville, KS - Funk Aircraft Owners Association
Reunion . Coffeyville Aviation (CFV). Gathering of Funk Aircraft
from around the country. Buddy rides, Balloon Burst, Bomb Drop,
Spot Landing Contests (weather permitting) and lots of 'hangar
flying" . Free admission. Contact: LaNell Brown, Phone: 903-461
1304, Email: brownrl@geusnet.com
September 20 - Delaware , OH - EM Vintage 27 Fly In Breakfast.
(DLZ). Fly In Breakfast Start Time: 08 :00 End Time: 10:00
Contact: Woody Mcintire, Phone: 6145652887 , Email:
wjmcintire@cs.com
October 3-5 - Camden , SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In . All Classes Welcome! BBQ on field Fri Eve. EAAjudging all classes
Sat. Awards Dinner Sat night. Info: Jim Wilson, 843-753-7138 or
eiwilson@homexpressway.net

Something to buy,
sell, or trade?

GET THE SKILLS

TO GET IT BUILT

Classified Word Ads : $5.50 per 10 words,

180 words maximum, with boldface lead-in on
first line.
Classified Display Ads: One column wide (2.167
inches) by 1, 2, or 3 inches high at $20 per inch.
Black and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date (Le., January
10 is the closing date for the March issue). VM
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 (9204264828) or e-mai l
(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 corres pondence to
EM Publications Classified Ad Manager, P. O.
Box 3086, Oshkosh, WI 54903-3086.

AIRCRAFT
D. Trone Aircraft Collection - Thunderbird
W-14, WACO DSO, Challenger KR-31 ,
Command-Aire, Bird, Lincoln Sport, Polson
Special (Daugherty), Snyder Baby Bomber,
Corben Super Ace, Nieuport 11. Photos
at www.dtroneaircraftcol/ection.com.
Sales: eftrone@dtroneaircraftcollection.
~ , 217~-7501

ENGINES
D. Trone Aircraft Collection - Engines: Gnome
Rotary, Harroun, Sturtevant, Curtiss OXX-6,
Curtiss V2-C3, Curtiss K-12, Wells-Adams,
Michigan Rover, Kemp, LeRhone Rotary,
Globe Aero, Milwaukee Skymotor, Lenape
Chief, Lenape, Lawrence WWI, Cleone, Long
Harlequin , Lincoln Light. Photos at www.

dtroneaircraftcollection.com. Sales: eftrone@

dtroneaircraftcollection.com, 217-632-7501

MISCELLANEOUS
Flying wires available. 1994 pricing. Visit www.
f/yingwires.com or call 800-517-9278.

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND

BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS

BEGINS
Augusl 23-24
August 23-24
September 5-7
September 57
September 6-7

DURATION
2days
2days
2 ~ days
2 ~ days
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September 6-7
September 12-14
September 19-21
September 26-28
September 27-28

2days
2 ~ days
2 ~ days
2 ~ days
2days

October 4-5

2days

REAL ESTATE
Hangar site suitable for 5O'x SO' hangar.
Located at a growing Orlando Apopka
Country Airport in central Florida. This
airport has a newly expanded runway.
Site is close to the FBO and runway.
Airport has a newly formed EAA Chapter
with numerous homebuilts. $l35K OBO.
Call Pilot Properties at 407-268-4950.

COURSE DESCRIPTION
Electrical Systems, Wiring & Avionics
Von's RV Assembly
TlG Welding
Repairman (ElSA) Inspection Airplane
Denver Workshop Event Electrical Systems,
Fabric Covering, Sheet Metal, Test Flying,
and What's Involved in Kitbuilding
Von's RV Assembly
Repairman (ElSA) Inspection -Airplane
Repairman (ELSA) Inspection -Airplane
Repairman (ElSA) Inspection -Airplane
Northeast Workshop Event Composite
Construction, Fabric Covering, Electrical
Systems, Sheet Metal, Test Flying and
What's Involved in Kitbuilding

LOCATION
Frederick, MD
Oshkosh, WI
Griffin, GA
Broomfield, CO
Redstone College
Broomfield, CO

West Coast Workshop Event Composite

Construction, Fabric Covering, Electrical
Systems, Sheet Metal, Test Flying and
What's Involved in Kitbuilding

Flabob Airport
Riverside, CA

VISIT WWW.SPORTAIR.COM OR CALL 18009675746 FOR DETAILS

EAA SportAir Sponsors:

SERVICES
Always Flying Aircraft Restoration, UC
A&P loA.: Annual, 100 hr. inspections.
Wayne Forshey 740-472-1481
Ohio - statewide.

Riverside, CA
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Riverside, CA
lantana, Fl
Daniel Webster
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a:,..

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V I N T AGE A I RPLA NE

39

Membershi~ Services
VINTAGE

AIRCRAFT

ENJ OY THE MA NY BE NEFITS OF EAA AND

ASSOCIATION
EAA 's V INTAGE A IRCRAFT ASSOCIATION
OFFICERS
Vice-Preside nt

President
Geoff Robison
1521 E. MacG rego r D r.
New Haven, IN 4677 4
260-4934724

, ilie{702S@aol.com

George Daubner

2448 Lough Lan e

H artfo rd, WI 53 02 7

262-673-5885
gdaubller@eaa.org

Secretary
Steve Nesse

Treasurer
Charl es W. Harri s

2009 High l an d Ave.

Albert Lea, M N 56007
507-373-1 674

72 I 5 East 46th St.

Tulsa, OK 74147

9 18-622-8400

cwh@h v5u.com

sbles@deskm edia.com

DIRECTORS
St eve Bender
85 Brush H ill Road
Sh erborn , M A 0 1770
50865 37557

Dale A. Gustafson

7724 Shady Hill s Dr.

Indian apolis, IN 46278

3 17-293-4430

sst l O@comcast."et

dalefaye@msl1.com

David Benn ett

Jea n nie Hill

375 Killdeer Ct
Lincoln, CA 95648
9 16645-8370

P.O. Box 328

Harvard , IL 60033-0328

8 15943-7205

antiquer@;nreach.com

dinghao@owc. net

John Berendt

l'.spie " Butch " Joyce

704 N. Regional Rd.
Green sboro, NC 27409
336-668-365 0
windsock@aoJ.com

7645 Ec ho Poi n t Rd .
Ca nno n Falls, M N 55009
507-263-2414

fcl1ld@bevcomm." el

Dan Kn ut so n

Jerry Brown

106 Tena Ma rie C ircl e

4605 Hi ckory Wood Row

Gree nwood, IN 46 I 43

3 17-4 229366

Lod i, WI 53555
608592 7224

lodicub@cilarter. net

IbrowIl4906@aoi .COlll

Dave Clark

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966-762 7

sskrog@aol .com

635 Vestal Lane

Pl ainfiel d, IN 46 168
3 17-839-4500

davecpd@iques t.1Iet
Jo hn s. Copeland

1A Deacon Street
Northbo rough , M A 0 1532
508-393-4775

cope/and l @jrmo,com

Robert D . "Bob" Lumley

1265 South 124th st.
Brookfield, W I 53005
2627822633
lumper@execpc.col1l

Phil Coulson
28415 Springbrook Dr.
Lawton , MI 49065
269 6246490
rcouison5 16@Cs.com

S.H . " Wes" Schmi d

23 59 Le feber Avenue

DIRECTORS

EMERITUS

Ro bert C. Braue r
9345 S. Hoyne
Ch i cago, IL 60643
805-782-9713
photopi/ot@aol.com

Gene Chase
21 59 ca rlton Rd.
Oshkosh , WI 54904
920-231-5002
GRCH A@charter.l1et

Ro na ld C. Fritz
15401 Spart a Ave.
Kent Ci ty, M I 49330
6 16-678-50 12

E.E. " Bu ck " Hilbert

8 102 Leech Rd .
Union, IL 60 180
8 15-923-459 1
bllck7ac@gmaiJ.com

Gene Mo rris

5936 Steve Court

Roanoke, TX 76262

81 7-49 19 110

gellem orri s@charter. tlet

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

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircraft.arg, www.airventure.arg, www.eaa.arg/memberbenefits

E-Ma il: vin tageaircra(t@eaa.arg

EAA and Division Membership Services
800-843-3612 .. .. ......... FAX 920-426-6761
(8:00 AM-7:00 PM Monday- Friday
- New/renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs ... ... . . . ....... 920-426-4843
Build/restore information ....... . 920-426-4821
Chapters: locating/organizing .. .. 920-426-4876
Education ... ... .. . .. . . .. . \. .... 888-322-3229
- EAA Air Academy

- EAA Scholarships

CSn

Flight In5tructor information ... .. 920-426-6801

Library Services/Research .. . .. . . . 920-426-4848
Medica l Questions.... . .... . .... 920-426-6112
Technical Counselors .. . . ... . ... 920-426-6864
Young Eagles ........ .. . . . . . . . . 877-806-8902
Benefits
AUA Vintage Insurance Plan . ... . 800-727-3823
EAA Aircraft Insurance Plan .. . .. 866-647-4322
Term Life and Accidental . . . .. . .. 800-241-6103
Death Insurance (Harvey Watt & Company)
.. . . . ..... .... . . .... ..... . . 1-800-JOlN-EAA
EAA Platinum VISA Card . . 800-853-5576 ext. 8884
EAA Aircraft Financing Plan .. . . 866-808-6040
EAA Enterprise Rent-A-Car Program
.. . . ........ . . ... ......... 877-GAI -ERAC
Editorial . . .. .. ..... ... .. . . .... 920-426-4825
VAA Office . ... ...... . . . . . . FAX 920-426-6579

MEMBERSHIP INFORMATION

EAA I
Membership in the Experimental Aircra ft
ASSOCiatio n, Inc. is $40 for one year, includ
ing 12 issues of SPORT AVIATION. Family
m embership is an additio nal $10 annu ally.
Junio r Membership (und er 19 years of age)
is available at $23 annually. All ma jor credit
cards accepted for membership. (Add $16 far
Fareign Pastage.)

Wau wa tosa, WI 53 2 13
41 4-77 1-1 545
sltscilmid@mi/wpc.com

Directory

EAA SPORT PILOT

Curre nt EAA m e mb e rs ma y a dd EAA
SPORT PILOT m agazine for an additio nal
$20 per year.
EAA Memb e rs hip and EAA SPORT
PILOT maga zine is av a ilabl e fo r $40 p er
year (SPORT AVIATION magaZine n o t in
cluded). (Add $16 for Foreign Postage.)

VINTAGE AIRCRAFf ASSOCIATION

C urre nt EA A m e mbe rs ma y jo in th e
Vintage Aircra ft Asso ciation a nd rece ive
VINTAGE AIRPLANE magaZine fo r an ad
ditio n al $36 per year.
EAA Me mbershi p, VINTA GE AIRPLANE
magaZine and one year membership in the EAA
Vin tage Aircraft Association is available for $46
per year (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage.)

lAC

C urre nt EAA m e mbe rs m ay jo in th e

Inte rna ti o n a l Aerob a t ic C lub, Inc. Divi
si o n a nd rece ive SPOR T AER OBATICS
magazine fo r a n add itio nal $45 p er year.
EAA M embership, SPORT AEROBAT
ICS m agaZine and o n e year membershi p
in th e l AC Divisio n is available for $5 5
per yea r (SPORT AVIATION m agazin e
n o t includ e d ). (Add $18 for Foreign
Postage.)

WARBIRDS
Current EAA m embers m ay join the EAA
Warbirds of America Division and receive
WARBIRDS m agaZine for an addition al $45
per year.
EAA Me mbersh ip , WARBIRDS m aga
z in e a nd o n e ye ar m e mb e rship in th e
Warbirds Division is available fo r $55 per
year (SPORT AVIATION m agaZine n ot in
cluded). (Add $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS
Please submit yo ur re mitta n ce w ith a
ch eck o r draft draw n o n a U nited Sta t es
bank payable in United States d ollars. Ad d
required Foreign Postage a m o unt for each
membership.

Membership dues to EAA a nd its d ivisions are not tax deductible as c haritable contributions
Copyright C 2008 by the EM Vintage Aircraft Association, Ail rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaaorg. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane
magazine, is S36 per year for EM membere and 546 for non-EM membere. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at add ~ionaI mailing offices. POSTMASTER: Send address changes
to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO
ADDRESSES - Please 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 offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Membere are encouraged to SlJ bm~ 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: Edilor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EM and EM SPORT AViAnON, the EM Logo and Aaronautica, . are registered trademar1<s, trademar1<s, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks
and service mar1<s without the pennission of the Experimental Aircraft Association, Inc. is strictly prohibited.

40

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