Vintage Airplane - Jan 2008

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GEOFF ROBISON
PRESI DENT, VI NTAGE AIRCRAFT ASSOCIATON
VAA business notes
Here's hoping you all had a wonder

ful holiday season. Merry Christmas
and happy New Year to everyone!
In early November your Vintage Air
craft Association board of directors held
our fall board meeting in Oshkosh. We
had a heavy agenda before us, and as
we worked our way through it, I paused
and reflected on the many positive de
velopments we were dealing with. First
of all, I am pleased to mention that the
financial status of your organization
remains strong. Our worthy treasurer,
Charlie Harris, continues to report a
record-setting cash position as well as
an expanding list of assets . Our over
head is minimal and our bills are paid.
Can we ask fo r any more than this?
This data is of course reflective of not
only the dedication of a fine staff (both
VAA and EAA), but through the efforts
of a solid group of Vintage volunteers.
It is critically important to your board
of directors that we acknowledge those
among us who may never have even
had the opportunity to see the marvel
we all know as EAA AirVenture Osh
kosh, yet continue to support the VAA
financially through the Friends of the
Red Barn Fund. Our thanks, as well, to
each and everyone of you dues-paying
members; your support makes our day
to-day functions throughout the year
possible. Thanks to all who have played
an important part in our financial suc
cesses, past and present.
Another important piece of business
we hand led at the fall board meeting
was to install a past VAA board mem
ber as director emeritus. Mr. Gene Mor
ris has been a longtime director with
the VAA. He started as an advisor in
1979 and became a director in 1983.
Gene recently made the decision to

step down from the board, so the board
of directors, as an acknowledgement
of his nearly three decades of service,
felt it was appropriate to award Gene
with emeritus status. Thanks for the
We had a heavy
agenda before us ,
and as we worked
our way through it, I
paused and
reflected on the
many positive
developments we
were dealing with .
memories, Gene! It has always been a
pleasure to work beside you. I am also
relatively certain that we have not seen
the last of Gene, since he has already
shared with me his desire to continue
to volunteer with the VAA at EAA Air
Venture. We all hope to see you out
there, Gene!
With Gene's departure, along with
the recent departure of Director Emeri
tus Bob Brauer, we solicited petitions
for their replacements, and the VAA
nominations committee recommended
two fine gentlemen to the VAA board.
The VAA board of directors unani
mously approved these recommenda
tions to fill these vacancies with Mr.
Jerry Brown from Columbus, Indiana,
and Mr. Dan Knutson of Lodi, Wiscon

sin. Many thanks to those who sub
mitted the petitions to bring these two
fine candidates into the fold. Both of
these gentlemen have been engaged
in the VAA movement for a long time.
Jerry is well-known in the Waco com
munity as an extremely capable re
storer, and Dan and his father, Doc, are
well-known for their absolutely amaz
ing restorations of any number of older
Piper aircraft. Both new directors have
also served many years on the Vintage
judging committee at AirVenture. Wel
come aboard, guys, and many thanks
for agreeing to engage yourselves at
this new level. I know I can speak for
the entire board in saying that we all
look forward to working with you.
One last item I want to include in
this month's column is a short book
review. Many of you know that since
1988, I have had the pleasure of serv
ing on EAA's B-17 Bomber Tour. Since
my engagement in this world-class,
premier EAA program, I have taken to
reading a great number of books re
counting the personal experiences the
crews of the Flying Fortress brought
home with them from the European
theater during World War II. The bi
ography I am interested in sharing
with the membership is that of Col.
Hal Weekley from Atlanta, Georgia. I
am certain some of you know Hal as
"one of our own." His book, The Last of
the Combat B-17 Drivers, was co-written
with the assistance of another well
known EAA member, Mr. Jim Zazas.
Hal has been a personal friend since
I met him in 1997 in my first interac
tion with the EAA B-17 Program, when I
continued on page 38
VOL. 36, No. 1
N E
2008
DECE
CONTENTS
I Fe
Straight & Level

VAA business notes
by Geoff Robison
News
Aeromail
2007 Vintage Aircraft Association

Hall of Fame Honors Chet Peek, Ph.D.
12
In the Tradition of Testosterone

Team Wathen's Schoenfeldt Firecracker reproduction
by Budd Davisson
20
Type Club List
24
Type Club Notes

The technical corner: Part II
elementary assembly and rigging
by Robert G. Lock
30
Pass It to Buck
The cold, naked-legged Luscombe adventure
by Elroy Hilbert
34
The Vintage Instructor

Night requirements
by Doug Stewart
36
Mystery Plane
by H.G. Frautschy
38
Calendar
39
Classified Ads
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Executive Assistant
News Editor
Photography
Tom Poberezny
David Hipschman
H.G. Frautschy
Jillian Rooker
Ric Reynolds
Jim Koepnick
Bonnie Kratz
Sue Anderson
Daphene VanHullum
Colleen Walsh
Katrina Bradshaw
FRONT COVER This is a r~reation of the KeithRider R-4, the Schoenfeldt Firecracker. Described
Advertising Coordinator
Classified Ad Coordinator
Copy Edi tor
Director of Advertising
by author Budd Davisson as being a "tiny 900-pound , retractable-gear airframe the size of a
Pitts Special (l8-foot span) with the drag of a knitting needle: the Golden Age of Air Racing
comes alive with this latest of the reproduction racers built over the past two decades. See the
feature article beginning on page 12 for much more on this spectacular reproduction. EM photo
by Jim Koepnick.
BACK COVER: With his wife, Marian, smiling in the front cockpit , Chet Peek , the VM's 2007 Hall
of Fame inductee, guides his Curtiss Jenny on takeoff during EM's 1989 salute to aviation his
tory, "Jennys to Jets." Chet and other Jenny owner/ pilots brought their OX5 powered trainers to
the annual EM convention and wowed the crowds during their low and slow fly-bys . For more on
Chefs induction and his life, see the article starting on page 6. EM photo by Jim Koepnick .
Northeast: Allen Murray

Phone 856-229-7 180, FAX 856-229-7258, e-mail: allelllllllffay@mindsprillg.com
Southeast: Chester Baumgartner
Phone 727-532-4640, FA X 727-532-4630, e-mail: cooflllllll @milldsprillg.com
Central: Ga ry Worden
Phone 800-444-9932, FAX 816-74 1-6458, e-mail: gary.wordm@Spc-mag.colII
Mou ntain I< Pacific: John Gibson
Phone 916-784-9593, e-mail: iolmgibson@Spc-lIIag.colII
Europe: Willi Tacke
Phone +4989693402 13, FAX +4989693402 14, e-mail: willi@(lyillg-pages.com
COVERS
Display Advertising Representatives:
VINTAGE AIRPLANE
Precision Carbs
Business Acquired
A tentative agreement was an
nounced Monday to restart produc
tion of Precision Airmotive's MSA line
of carburetors and spare parts. EAA
reported earlier this month that Pre
cision had halted production of the
units November 1 because it was un
able to obtain product liability insur
ance. That move prompted concern
in the vintage and experimental air
craft communities, as Precision was
the nation's only manufacturer of
the Marvel Schebler float carburetors
used in many type certificated aircraft
engines manufactured by Lycoming,
Continental, and Franklin.
A group led by Tim Henderson,
president of Aero Accessories, and
others from Tempest and Precision
Airmotive carburetors saw a signifi
cant need for someone to continue
that product line, said John C. Her
man, Tempest vice president of sales
and marketing. "This has obviously
happened very quickly because of the
circumstances of Precision announc
ing that they're getting out of that
product," Herman said. "We had to
move pretty quickly."
While the details of the agreement
were not disclosed, Herman said that
the acquisition and relocation of the
production line from Seattle, Wash
ington, to Gibsonville, North Caro
lina, would be completed by Janu
ary 31,2008. The Henderson Group's
immediate plans are to continue to
produce the carburetors and parts as
Precision has in the past. The line
will eventually be integrated into the
Tempest engineering and research
and development programs and be
sold as Tempest brand products.
"Go back and look at what we've
done with the vacuum pump prod
uct line when Airborne got out of the
business," Herman said. "We stepped
in and took over that product line and
as a result have made some significant
product improvements, making them
much safer and a better product.
2
JAN U ARY 2008
VAA Hall of Fame

VAA inducts Chest er L. Peek, Ph.D. , into Hall of Fame
EM and VM members from across the
nation welcomed Dr. Chester L. Peek and his
family to the EM Aviation Center for Chet's
induction into the VAA Hall of Fame. The
program also included the induction of Hal
Shevers, founder of Sporty's Flight Acade
my and Pilot Shop, into the National Asso
ciation of Flight Instructors Hall of Fame;
Debby Rihn-Harvey, eight-time women 's
national aerobatic champion and longest
standing member of the U.S. Unlimited Aer
obatic Team into the International Aerobatic
Club Hall of Fame; Wilson Connell "Connie"
Edwards, longtime pilot and chief stunt pi
lot for the movie Battle of Britain into the
EM Warbirds of America Hall of Fame ; Ran
dy Schlitter, founder of RANS Aircraft into
the EM Homebuilders Hall of Fame; and Michael Markowski, author of numer
ous ultralight books, including Ultralight Aircraft, Ultralight Technique, and Ultra
light Airmanship, into the EM Ultralight Hall of Fame.
Peek was visibly moved by his induction. During his acceptance speech, he
told the guests present in the Eagle Hangar, " I feel so honored to be here with
all these other aviation greats and very humbled, because, as you will see, there
are really some outstanding people here. It seems like only yesterday that I sent
a dollar or two off to some fellow in Milwaukee who was starting a new club for
private aviators. He called it the Experimental Aircraft Association, the EM. Who
would have thought back there in those days, as you look around today, the or
ganization would be what it is and what it is doing. "
Please see the article beginning on page 6 for more on Peek's contribution
to vintage aviat ion, and why we're honored to have him as one of our inductees
in the VM Hall of Fame.
Alan Klapmeier, co-founder, president, and CEO of Cirrus Design Corp., was the
keynote speaker for the evening. A lifelong Midwesterner, Klapmeier, who founded
Cirrus in Baraboo, Wisconsin, has strong feelings about the contribution EM has
made to the viability of general aviation . He said , in part, "As we look back over
the past 20 years, we feel that the EM, to no small measure, has saved general
aviation. When the industry started to collapse in the early 1980s, EM was there
promoting innovation , promoting creativity, promoting general aviation, promoting
kids .. . all the things we needed to do as an industry. "
For more on the gala event, including a photo gallery and a special time-lapse
video, visit www.EAA.org/news/ 2007/2007-11-12_hof.asp.
A nomination form for the 2009 VM Hall of Fame induction will be included in
next month's Vintage Airplane. If you prefer, you can download a copy of the form
from the VM website at www.VintageAircraft.orgjprograms/ nominating.html.
EPA Seeks Comments Regarding

Lead Emissions Petition
AI Hallett
Steve Moyer
2007 Volunteers of the Year

Each year at the end of EAA AirVenture Oshkosh, two volunteers among the
more than 500 VAA volunteers are chosen as the volunteers of the year. This
year's VAA Flightline Volunteer of the Year is AI Hallett of West Chicago, Illinois.
One of our perennial volunteers who dedicates many hours of his vacation to
shepherd ing the many vintage aircraft that park in our area each year, AI's willing
ness to jump in wherever there is a gap is always appreciated.
Our 2007 Behind the Scenes Volunteer of the Year is Steve Moyer of Lansdale,
Pennsylvania. Steve seems to be everywhere during the AirVenture-helping out
in the VAA data processing area, shooting photos for the volunteers and for Vin
tage Airplane , helping plan the annual VAA Volunteer Picnic, and generally lending
a hand wherever it is needed.
Our congratulations to AI and Steve, and our thanks to them and to all VAA volun
teers who help our association during the annual fly-in and throughout the year!
We simply ran out of space in last month's article about the Baker family's
Champ, and we had one more photo we really wanted to share with all of you
-the Baker family! Here they are, at the National Aeronca fly-in in 2006. From
left to right we have Mark and his wife, Kate, Bob and Brenda Baker, and on the
far right, daughter Sara.
The Environmental Protection

Agency (EPA) has published a no
tice in the Federal Register seeking
comments on a petition from the
environmental group Friends of the
Earth to limit lead emissions from
piston general aviation aircraft that
use 100LL fuel. EAA, a leader in alter
native fuel research since 1964, does
not see this as an immediate threat to
the supply and availability of lOOLL,
but other economic pressures could
affect availability.
The petition seeks one of two out
comes: 1) Have the EPA make a finding
that lead emissions from GA aircraft
endanger public health and welfare
and issue a proposed emissions stan
dard for lead from GA aircraft under
the Clean Air Act; or 2) Have the EPA
administrator order a study on the
health and environmental impacts of
GA aircraft lead emissions and report
on the study's findings.
In 2005, the EPA stated there is in
sufficient information to determine
that aircraft lead emissions endan
ger public health and welfare. The
agency also stressed that because a
suitable, safe, unleaded aviation fuel
has not been developed, regulating
leaded aviation fuel would ground all
general aviation aircraft, resulting in
severe economic repercussions to GA
businesses and operators.
Earl Lawrence, EAA vice president
of industry and regulatory affairs and
secretary of the ASTM Internation
al Aviation Gasoline Committee, re
cently met with EPA officials. "The
EPA has a lot of work to do before
they would take any action on re
moving the lead in 100LL," he said.
"They are in the process of setting the
new airborne lead standard for the
u.s. That will most likely not be done
until early 2009." EAA will remain in
its leadership role as crucial decisions
are made regarding aviation fuels.
EAA Speakers Bureau Surpasses

400 Presenters
In less than six months, the EAA
Speakers Bureau has grown from an
idea to more than 400 individuals
VINTAGE AIRPLANE
who provide a ready resource of pro

gramming for monthly EAA chapter
meetings and events. The bureau is
composed entirely of volunteers rep
resenting the aviation industry, Air
Venture workshop and forum pre
senters, EAA technical counselors and
flight advisors, and other knowledge
able aviation enthusiasts.
Since announced at EAA AirVen
ture Oshkosh 2007, interest in the
Speakers Bureau has been outstand
ing, says Brenda Anderson, EAA chap
ter administrator. "We're extremely
pleased by the response from the EAA
community," she said. "The bureau
speaks to EAA's volunteer spirit that
defines the organization. This unique
collection of talent and expertise will
prove an invaluable resource for our
local chapters."
And the list keeps growing ... new
registrations are still coming in, and
others are welcome. Chapters can re
fer speakers from past meetings and
events to the online registration
form located at http://Speakers.EAA.
org/speakersbureau-bin/public/register.
Or simply download and complete
the form and mail it to EAA Chapter
Office, P.O. Box 3086, Oshkosh, WI
54903-3086.
To book a speaker, visit www.EAA.
org/chapters/speakers. There you can
search the bureau database by name,
topic, and state, as well as get tips
and guidelines for working with and
scheduling a speaker.
For more information, questions,
or comments, e-mail speakersbureau@
eaa.org, or call EAA at 888-322-4636
ext. 4876.
FAA Reauthorization Still on

Hold in Congress
WithnoFAA
~
reauthoriza
"
tion legisla
.
tion final
ized as of
this writing,
NO!
EAAiscon
~.
tinuing to
urge the u.s.
Senate to pass a
reauthorization bill-one that does
not contain user fees imposed on gen4
JANUARY 2008
Annual Skiplane Fly-In, January 26, 2008

The annual EM Skiplane Fly-In is slated for Saturday, January 26, 2008-snow
or no snow-at the EM AirVenture Museum's Pioneer Airport. If there is enough
snow, expect an impressive array of skiplanes to participate. Wheel airplanes are
welcome to land at Wittman Regional Airport (OSH), with shuttles available through
out the day to and from Orion and Basler fixed base operators. Complimentary chili
and cake will be served to celebrate the birthday of EM's matriarch, Audrey Po
berezny, beginning at 11 a.m. All are welcome to this free-of.<:harge event. Those
driving in should follow the signs to Pioneer Airport. Skiplane pilots are required to
receive an arrival briefing by calling Sean Elliott at 920-426-4886.
eral aviation-so the measure can ad

vance to a congressional conference
committee for a final agreement.
IIWe continue our support of the
language contained in House Bill
HR 2881, which maintains a viable
funding plan for FAA's operations
and modernization plans that in
cludes the current Aviation Trust
Fund," said Doug Macnair, EAA vice
president of government relations.
1I0 perating under a series of continu
ing resolutions is better than impos
ing GA user fees or other draconian
financial burdens, but it is not the
way anyone wants the nation's avia
tion agency to operate."
EAA and other general aviation or
ganizations stand united against the
use of user fees as a viable and prac
tical way to fund the FAA's current
needs and modernization propos
als. More background on user fees is
available at www.EAA .org/govt.
Second EAA Chapter Leadership

Academy Coming This Month
EAA headquarters will host the
second Chapter Leadership Academy
this month, and plans are in place for
future staff and chapter leader get-to
gethers later this year. The fast-paced,
fact-filled weekends aim to generate
new ideas and suggestions that will
help strengthen and sustain local
EAA chapters.
The first academy in September
was a tremendous success, said EAA's
Bob Warner, who facilitated the
weekend event. lilt became imme
diately clear that this kind of event
can foster increased participation in
our chapters, which is what it's all
about," he said.
Participants will have many op
portunities to interact with each oth
er, as well as get to know the EAA
staff members who provide support
to chapter activities throughout the
year. Other EAA staff members will
also participate, offering their servic
es as valuable chapter resources.
Accommodations are provided
by EAA at the Air Academy Lodge.
Group activities include a special
IIbehind-the-scenes" tour of the EAA
AirVenture Museum and office facili
ties. Aside from transportation costs
to Oshkosh, EAA provides lodging,
food, and workshop materials.
Because response to the January
event was overwhelming, addition
al weekends are being scheduled for
spring and fall of 2008. If you would
like to be placed on the waiting list
for upcoming sessions, please contact
Kaysie Oudenhoven at koudenhoven@
EAA.org or 920-426-6297. Questions?
Contact Ron Wagner at rwagner@eaa.
org or 920-426-6122.
.......
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
More on Waco UEC NC12472

Hello, H.G.
It was a great pleasure to find on the
flightline at AirVenture 2007 the Waco
UEC, NC12472, that was most gra
ciously donated to EAA on the closing
day of the convention by Kate Meredith
in memory of her husband.
I thought you would be interested
in a small slice of the Waco's history
when it was based back here in West
Virginia. At the end of WWII my fa
ther, Harold Armstrong, was hired as
a flight instructor by Mr. Dave Baker
to start up a flight school at Baker Air
Park in Burlington, West Virginia.
Dave was an Aeronca dealer and had
three new 7AC Champs for the pro
gram. My father was the only full-time
employee, and his tasks included in
structing, passenger hop flights and

occasional charter work during the
day, and running the movie projector
at Dave's drive-in theater at night. Dad
worked here for four years until his re
serve unit in Pittsburgh gave him the
opportunity to finish his military ca
reer at the start of the Korean War.
Dave owned NC12472 for a number
of years, and I literally grew up hear
ing Dad's stories of this fine airplane
and the adventures he had in it. They
used her for towing banners over the tri
towns area, advertising local business
establishments, but most of the flights
were with full loads of first-time passen
gers over the Patterson Creek Valley.
It was during this time that Dad met
his future wife, Martha Thrush, and in
1947 he flew her in the UEC to Cleve-
Waco NC12472, now part of the EAA collection, at Baker Air Park in Burlington,
West Virginia. These various shots show the Waco, as well as a Miles Sparrowhawk,
NC191M, just a bit of a Messerschmitt Me 108, NX54208, and an Aeronca Champ.
A happy fellow, Clement Harold Ann

strong, and the Waco UEC in 1947, the
year he flew the young lady who would
become his wife, Martha Thrush, to the
National Air Races in this very UEC.
land to attend the National Air Races.
My mother recalls that trip fondly and
is still eager to go each summer to Osh
kosh for the big fly-in .
I have sent some photos of those
days and a copy of one page out of my
father's many logbooks. These log en
tries best show what we would now
consider a nostalgic week at a little
airfield now gone. The Sparrowhawk
(NC191M) was also based at Burling
ton, and Dad flew a parts mission in it
to Springfield, Massachusetts, on May
17, 1947, to help get the Waco going
again. Lastly, I have included a photo
of 1,4 inch models that Dad scratch
built of these two airplanes many
years ago. These are two models in a
collection of 25 that were made of air
planes that touched my father's early
days in aviation-and I treasure every
one of them.
Blue skies,
Robert K. Armstrong
VAA 717819
Two of the 25 solid models built by Har

old that were part of his flying history.
VINTAGE AIRPLANE
2007
VINTAGE
AIRCRAFT ASSOCIATION
HALL OF FAME
HONORS
Chet Peek, Ph.D.
orld War II veteran. Thir

ty-one airplanes owned,
many of them restored
with the help of his wife.
Author of six aviation history books.
Engineering professor. Father of two
boys and husband of Marian.
Five short sentence fragments,
but it's the gaps between the words
ing lessons in a Taylorcraft A. A year

later, he was selected to be one of the
10 students in t he second CPT pro
gram sponsored by Iowa State Uni
versity, and by May of 1941, Chet
was thrilled to be the holder of a lim
ited commercial pilot certificate, with
more than 100 hours in his logbook.
Close to graduation from mechan-
cer for the 8th Air Force, 95th Bomb

Group, and would serve in that ca
pacity until the war in Europe ended
in the spring of 1945.
Reunited for the first time in two
and a half years, Chet and Marian
started life in the Midwest, where
Chet began his career as an engineer
with a Frigidaire distributor, design
ing commercial refrigeration plants
and air conditioning systems . Like
so many of their peers, they started
their family, with sons Stan and Tom
arriving in 1947 and 1951. Later,
Chet's career would take him into ev
er-higher positions within the com
mercial trailer production business.
At age SO, Chet went back to college
to earn a doctorate in industrial engi
The Peek Family homestead near Paullina, Iowa.
that fill out the remarkable story of

our 2007 VAA Hall of Fame inductee,
Chet Peek, Ph.D.
Chet was born on Armistice Day,
November 11, 1920, on the family
farm homesteaded by his grandfather
in 1883. Chet still owns that farm,
near Paullina, Iowa. His first airplane
ride came in 1932, a two-dollar ride
in a Waco RNF paid for by his grand
father. In '39 he managed to start fIy6
JANUARY 2008
ical engineering school at Iowa State

at the outbreak of World War II, Chet
was accepted into the Engineering Ca
det School in the Army Air Corps and
entered the school on June 2, 1942.
A month later, while on his first 24
hour pass and against all regulations,
he married Marian Swain, whom he'd
met while they were both freshman
at the Ames, Iowa, campus.
Chet served as engineering offi-
1937-Chet and his big 1927 Harley.
neering. After graduation, he worked

in academia, serving as the head of
the Oklahoma City University's MBA
Program, retiring in 1989 as an in
stru ctor in Oklahoma Universi ty's
College of Business.
When Chet sent in the photos

and biographical information we
requested for the Hall of Fame pro
gram, he neatly organized a series of
envelopes for the various periods in
his life. One envelope was appropri-
ately marked Antique Airplane Ad

diction." Not surprisingly, it was the
thickest of them all, liberally sprin
kled with shots of his family and air
planes and of the many projects he's
enjoyed working on throughout the
years, which have served as the sub
ject of his aviation books, including
The Pietenpol Story, The Spartan Story,
The Taylorcraft Story, Flying with 40
Horses, Resurrection of a Jenny, and
The Heath Story. He's currently work1/
194O-Some of his training in the CPT program was done in this Luscombe SA.
Reunited with his bride after two and

a haH years. Chet and Marian on July
29,1945.
Chet and Marian graduated from Iowa

State in the spring of 1942.
After graduation from the Anny Air

Corps Engineering Cadet School, Chet
was ready to go overseas in April 1943.
Lt. Chester L. Peek, engineering officer of the 95th Bomb Group, 8th Air Force.
boys, Stan, age S, and 4-year-old Tom.

VI NTAGE A IR PLA NE
One of his earliest restorations, Chet's E-2 Cub, N14330, was part of the family
for 4S years, until completely destroyed by an FS tornado.
Chet seemed to be addicted to the CaliAir. Here's one of his restorations, a

CaliAir A-3 Cabin.
Chet and his family with their Waco UPF-7 in the early 1960s.
8
JANUARY 2008
One of a series of Taylorcrafts owned by

Chet and Marian, this is their BL-GS.
A couple of the 10 CaliAirs owned by Chet at one time or another. Here are his res
torations of a pair of Cabin CaliAirs, an A-3, N2909V, and an A-2, NC33356.
Below: Chet's first brand new airplane,

a Taylorcraft F-19.
Chet loves rare airplanes. This is his restoration of Driggs Skylark NU301.
1956-Chet used a Chevy

to haul home a Standard
J-1 basket case from
Lynch, Nebraska, with a
small U-Haul trailer.
VINTAGE AIRPLANE
Chet and his restored Jenny were one of the five Curtiss IN4s featured in 1989's "Jennys to Jets" feature at EAA Oshkosh
that year.
ing on a history of the Standard J-l.

For more information on his books,
you can visit his book website, www.
ThreePeaksPub.com.
Throughout the years of engineer

ing work, restorations, and writing,
Chet's wife, Marian, has been busy as
well, earning a master's degree, sewing
fabric, hauling wings, and enduring in
numerable retrieval trips to haul home
a dilapidated airplane project. Chet
was thrilled to have Marian and their
sons, Stan and Tom, along with their
grandchildren and friends, join them

in Oshkosh to celebrate Chet's induc
tion into the VAA Hall of Fame. In his
acceptance speech, Chet said, "I feel so
honored to be here with all these other
aviation greats and very humbled, be
cause, as you will see, there are really
some outstanding people here," Peek
said. lilt seems like only yesterday that
I sent a dollar or two off to some fellow
in Milwaukee who was starting a new
club for private aviators. He called it
the Experimental Aircraft Association,
In May of 1999 the Jl restoration was nearing com

pletion when an FS tornado obliterated Chet's hangar,
destroying the Jl along with four other airplanes, a
SOyear collection of antique aircraft parts, several
antique cars, and a completely equipped shop. Chet
holds what appears to be a small section of a spar.
10 JANUARY 2008
the EAA. Who would have thought

back there in those days, as you look
around today, the organization would
be what it is and what it is doing.
"We're free to fly in this country,
and it's something we should appre
ciate, and the EAA is very much re
sponsible for a very large portion of
that freedom. It's been a great jour
ney, these last SO years at the EAA,
and I'm happy to say it's not over.
I've got a Pietenpol almost done in
my garage."
....
Thank you from the staH at AUAI

Back row, from left: Laura, Cora, Jori, Tammy, Pat, Phil, Pam, Mac, and Jeanette
Front row, from left: Rob, Norma, Butch, and lisa
AUA is Vintage Aircraft Association approved. To become a member of VAA call 8008433612.
AUA's Exclusive EAA Vintage Aircraft Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages
No component ports endorsements
et's say it's 1934 and

you're a shiny new Army
Air Corps lieutenant
who's terribly proud of his
equally shiny new Boeing
P-26, the hottest new fighter the gov
ernment has to offer. According to
the test pilot who checked you out,
this, the first all-metal fighter and
the first monoplane fighter in AAC
service, will hit an unbelievable 234
12 JANUARY 2008
mph flat out. Then you're cruising

along and you look over and there's
a tiny, obviously civilian, airplane sit
ting off your right wing, matching
your speed. So you edge the throt
tle up. You'll show him! But he's still
stuck to your wingtip. So the throttle
goes up more. Then more, until it's
against the stop and this civilian dart
of an airplane is still out there, its pi
lot grinning over at you. Just when
you realize your airplane has given

all it can give, the other pilot waves
at you, switches his attention ahead
as he moves his own throttle forward
and, in seconds, he's a rapidly disap
pearing speck in the distance. He had
an easy SO mph on you, and you can
feel your ego shrinking at the same
rate he is disappearing.
To put the above in a modern con
text for comparison: you're cruising
1]' ...
(.
along in your F-IS Eagle, and a home

built civilian airplane comes up along
side, matches your best speed (after
you've gone into burner), then effort
lessly disappears in the distance. To do
that, he'd have to be doing something
on the high side of Mach 3.0, or faster
than a 30-06 rifle bullet. If you put that
into historical context, that's what the
golden age of racers represented in their
time. Here were a bunch of homebuild
ers chalking out airplanes on their han

gar floors that could eat the lunch of
anything the military could put in the
air by a wide margin. During a golden
decade that began in the late '20s and
ran until the late '30s, the military was
consistently playing second fiddle to
backyard speed demons.
The golden age racers that flew
the various competitions (Thomp
son, Bendix, Greve, etc.) were almost
always designed and

self-taught engineers who knew the
basics of speed: Keep it small, keep it
light, and stuff as much horsepower
as you can fit ahead of the firewall.
It was an exciting time during which
glory and death were separated by
nanoseconds and race pilots became
national heroes. Today, those who un
derstand what that period represented
are driven to replicate the airplanes,
VINTAGE AIRPLANE
13
Tom Wathen: A"iation Enthusiast EHtraordinaire

If you want to have a fun
expe ri ence , sit down at a picnic
table at Oshkosh with Tom Wathen
and start talking airplanes. You don 't
have to know anything about him to
quickly realize that this is a gentleman
who takes airplanes (though not
necessarily himself) seriously. Self
effacing is the term usually used to
describe him, but it's a description
that includes liberal sprinklings of
humor and raw enthusiasm.
Yes, Wathen is wealthy.
However, to say that is to trivialize
not only how he got that way, but to
ignore that he was an aviation nut
long before he had the money to
indulge his passion at the level he
Tom Wathen
does today.
Tom made his mark on business by paying attention to the basics : He
recognized a need (security services) and came up with a way to provide it at a
profit. That's marketing 101. But it doesn 't work if you don 't throw yourself into
it, and Tom did just that in 1988, heading one of the largest security entities on
Earth. Does the name Pinkerton mean anything to you?
Long before his career climb began, Wathen owned, and was into, airplanes.
Ai rplanes of all sorts . Immediately after getting out of the Air Force in the early
'50s , for instance, he bought an Aeronca L-3 and partially restored it. Then there
was a long line of "normal " airplanes from 182 RGs to cabin-class twins, but
there were always the "interesting" airplanes.
He hung out at Flabob airport , which means he had no choice but to fall
under the spell of one of aviation 's most interesting characters , the late Bill
Turner. Turner was cranking out replica racers as fast as he could find sponsors ,
and Tom Wathen became involved in backing some of t he most ambitious
repl ication projects in history, including the twin-engine de Havilland Comet and
the hulking, otherworldly Turner-Laird (this Turner was Roscoe, not Bill) Meteor.
Beyond the recently completed Firecracker project, Wathen and his team of
enthus iastic aeronuts are working on a Caudron 460, and he ' s eyeing the
Folkerts series of racers .
One of Wathen 's more noteworthy achievements and one that is going to
prove to be of long-lasting benefit to aviation is the saving of what should be
designated a national landmark but isn't-Flabob airport in Riverside, California.
Just as developers were coming over the hill , and the owners were ready to go for
the developer bucks , Wathen galloped over another hill dragging the Thomas W.
Wathen Foundation (a nonprofit organization) behind him and scooped Flabob out
from under their noses, guaranteeing its survival as an airport.
Wathen 's achievements and contributions to aviation are too long to list almost
anywhere, much less here, but among them is the restoration and donation of the
Piper PT trainer in the EM AirVenture Museum. An EAA member since 1959 (he
has a four-digit number), he has served on the President's Council for years and
is a central character in EM fund raising for the museum and other projects.
Wathen 's aviation background runs wide and deep, and if you see him hanging
around Flabob, Oshkosh , or any of the other fly-ins he attends, try to stay within
earshot. You ' ll be eavesdropping on conversations we can guarantee you 'll find
both interesting and illuminating.
14 JANUARY 2008
partially to honor those high-speed

pioneers but also to taste just a little
of the adrenaline themselves. One of
these is Tom Wathen, who has cap
tained (from the wings, so to speak) a
loosely knit team of what many would
consider "eccentric" (it sounds bet
ter than "nut case") pilots and build
ers who included the likes of the late
Bill Turner and Ed Marquardt, both
legendary builders, as well as many
others. From that small group of hy
perenthusiasts, most of whom were
based out of SoCal's Flabob Airport in
Riverside, a steady stream of golden
age replicas have taken to the sky to
delight audiences and often as not to
terrify pilots-though in a good way.
The most recent of the breed is the
Rackleff/Halloran/McCombs/Wathen
(we'll explain all of that in a second)
reproduction of the Schoenfeldt Fire
cracker, one of the best-known and
most successful rocket ships of its day.
The Firecracker was originally the
Keith Rider R-4 but was bought by Bill
Schoenfeldt, a wealthy sportsman,
shortly after it was built in 1936. He
immediately had the original Mena
sco Buccaneer six-cylinder (489 cubic
inches) replaced by a supercharged
version, the 545-cubic-inch Super
Buccaneer, which cranked out as
much as 350 hp when tweaked by the
racers. This was 350 hp on a tiny 900
pound, retractable-gear airframe the
size of a Pitts Special (I8-foot span)
with the drag of a knitting needle.
The airplane consistently took
home gold with lap speeds above 250
mph and straightaway dashes report
edly over 300 mph. It took a special
kind of pilot to fly these kinds of air
planes, because there was nothing
comparable in the civilian inventory
to prepare them for what they were
about to fly. Take the most successful
of the Firecracker pilots, a young man
named Tony LeVier. LeVier was a low
time pilot typical of the period: He
had flown nothing but lightly loaded
general aviation airplanes and the oc
casional cabin biplane. To him, 130
mph was lightning fast. Then there
he was, squeezed into a tiny cockpit
with 350 hp up front and handling
characteristics that have often been
described as "evil," coupled with 100

mph over-the-fence speeds and zero
visibility. He flew it exactly once be
fore he started running the pylons
in it and won two of the first three
races. Only a few years later he was to
become the legendary Lockheed test
pilot we all know so well, but the first
time he took to the air in the Fire
cracker he was, like most race pilots
of the time, inexperienced to a truly
frightening degree.
Now flash ahead to the 1970s.
Golden Age racing fever had in
fected a small but enthusiastic group
of builders. Flabob Airport was see
ing a wide range of golden age racer
replicas popping out of the hangars,
notably those of Ed Marquardt and
Bill Turner. Bill was first to replicate
a golden age hot rod with his Brown
Miss Los Angeles racer and the build
ing race was literally on, as old-timey,
go-fast machines, big and little, took
to the skies. It was impossible to be on
that airport and not catch just a little
of the fever yourself, and Stan Rackl
eff, a retired member of EAA Chapter
One, located on Flabob, proved he
wasn't immune to the virus: He took
up the challenge and put the Shoen
feldt Firecracker in his sights.
When building a famous airplane
Retired U.S. Air Force Maj. Gen. Pat Halloran
for which no plans exist, the first and

most necessary part of the project is
research . You can't just wing it and
do a sort-of-looks-like airplane, be
cause everyone knows exactly what
it's supposed to look like and you'll
catch an enormous amount of grief if
it isn't right or very close to it. Rack
leff spent several years unearthing ev
ery bit of photographic and written
data he could find on the airplane.
Luckily, because of their position in

the public spotlight, many of the rac
ers were photographed regularly both
at races and while being rebuilt af
ter crashes and races. It's from study
ing details in the photos that Rackleff
figured out how the knock-kneed
landing gear worked, as well as many
other construction details. Unfor
tunately, Stan Rackleff passed away
midway through airframe construcVINTAGE AIRPLANE
15
Sitting in the flattened grass in front of the Red Barn, you can see how much foot traffic the diminutive replica racer
created. The small tail surfaces and short moment arm aft of the CG contribute to both its quickness and lack of stability.
All that surface area forward of the CG doesn't help!
tion, so he never got to see the com

pleted project.
The airplane sat derelict in one of
Flabob's less frequented hangars un
til Tom Wathen, Flabob's savior (lit-
eralJy : see sidebar) , saw the pieces

and recognized it as an airplane that
should be finished . Wathen had been
the money and much of the spirit be
hind a number of Bill Turner's more
The original Keith Rider R-4, the

Schoenfeldt Firecracker, rests in the
grass. The long cowl keeps a 545-cubic
inch Super Buccaneer under wraps, and
while that high-pitch prop may not be
great for a short-field takeoff, boy, could
this racer scoot along. Nearty 300 mph
was not uncommon when screaming
down the straightaway.
This shot of the cockpit shows how

the electrical equipment and radios
are installed in a center stack below
the panel.
16
JANUARY 2008
son, the tiny Firecracker looked almost

like a weekend project, something he
laughs about today because it took
nearly 10 years to finish. But he
didn't know that's what it would take
and neither did his friend and Comet
demonstration pilot Air Force Maj .
Gen. Pat Halloran, a retired fighter pi
lot (100 missions in Korea, 600 hours
of SR-71 time), when Wathen asked
him to take over the responsibility of
getting the Firecracker finished.
Halloran says, "In 1998, I arranged
to haul two big loads of Firecracker
pieces along with at least three old,
partially complete Ranger engines to
my place on Meadow Lake Airport in
Colorado Springs."
The Rangers were along for the
ride because they were to substitute
for the Super Buccaneer that is now
one of the world 's rarest engines,
with only a few extant even in muse
ums. The Ranger was only 200 hp, but
would do the job, since it is nearly the
same weight and outline, although it
would require minor reshaping of the
nose profile. This is always the case
when substituting Rangers for Me
nascos, because the top of the crank
case on a Menasco is extraordinarily
shallow and many racers minimized
their frontal area by forming the cowl
Pat Halloran 's solution for a long nose
BY S TEVE M OYER
A crowd of AirVenture admirers milled

around this met iculously crafted replica
of the Firecracker, asking questions of
Thomas W. Wathen, entrepreneur, former
Air Force officer, private pilot, and owner
of historic Flabob Airport near Riverside,
California. Accompanying Wathen was
retired Air Force Maj. Gen. Patrick J. Hal
loran, primary pilot of the Rrecracker with
more than 60 logged hours. According to
Maj. Gen. Halloran, "That's probably more
time than anyone else." He's also logged
more than 600 hours in the SR-71.
I wanted to get closer and take some
photos, but the curious people surround
ing this gem mO
ade it impossible. Eventu
ally I got my chance for a close inspection.
What a beauty! That long nose contains
an inverted 440-cubic-inch, six-cylinder
Ranger "that runs like a sewing machine
and looks like a crown jewe l," says Ha l
loran. The tail end is just the opposite
tiny and with very little rudder. The cockpit
is snug. I thought I could fit nicely.
The Rrecracker is a 1930s replica, but
well-appointed to navigate in today 's air
space. One thing that made me curious
was a small 4-by-6-inch video screen in
the center of the glare shield obstruct
ing any forward vision, if there is any.
Halloran explained that, no, it wasn't a
GPS or weather radar, but a video moni
tor connected to a tiny " lipstick" camera
in a fairing under the nose to provide bet
ter forward vision. What a neat gadget, I
thought, without considering the signifi
cance of this safety feature.
The fact is, most taildraggers, espe
cially the long-nosed racers, suffer greatly
from a lack of forward visibility. The Fire
cracker, completed at Meadow Lake Air
port in Colorado Springs, Colorado, is no
exception. The runway at Meadow Lake
is only 60 feet wide and the runway is
only 50 feet across at Rrecracker's home
field, historic Rabob.
"They didn't design planes in the 1930s
like they do now, and this pony wanted to
do lots of things in the air I wasn 't agree
ing with," Halloran said. "Just keeping the
pointy end forward was a full-time

task, and keeping the ball in the
middle? Forget it. "
Firecracker can't be slipped
and visibility on takeoffs and land
ings is nonexistent. "You never
see a landing area from the cock
pit until the plane is just inches
from the ground," he adds.
Gen. Halloran first saw a cam
era system installed in James L.
Wright's Howard Hughes H-1 re The little camera is mounted unobtrusively
production at AirVenture 2004. on the bottom of the cowl.
Wright thought it was useless, but
only because it wasn't installed to
give him a proper field of vision .
Rrecracker's system was installed
at Flabob Airport by mechan ic
Mike McCue. The components
were acquired at a local electron
ics warehouse for less than $400.
The $170 weatherproof CCD se
curity camera was available in var
ious focal lengths, and they found
one to meet their vision require
ments . The LCD monitor is ful l
color and bright enough to see in
all but direct sunlight. The 12-volt
system, connected to the primary
The small cockpit of the Firecracker man
battery, could be powered by a
dates its position, which doesn't really hinder
lighter type connection.
forward visibility down the centerline, since
Now on final there really is a
even without the camera there isn't any!
runway and a centerline . When
a system for backing up, sold by an RV
taxiing, the need for S-turns is el iminated.
The system doesn 't replace normal visual
supply company. Most RV systems seem
indications but greatly enhances your situ to range from less than $500 to several
ational awareness. "Very comforting," re thousand dollars. Wireless backup sys
tems are available for as little $130 at
marks Gen. Halloran.
local auto supply stores, but have small
Another example of a camera installa
tion is in Jon and Patricia Sharp's Nem viewing screens (2.5 inches) and may se
esis NXT of Nemesis Air Racing Inc. The
verely limit your field of vision.
airplane (certainly not vintage) has a for
Gen . Halloran believes Wathen's 1934
ward vision system installed on the land twin-engine British de Havilland Comet
ing gear that, when retracted, fits snugly
and the Roscoe Turner ' s 1939 brute
in the engine cowling. Pat says the mo force Meteor are both likely candidates
in the future for similar systems. In an un
ment the gear drops, the world appears
in the monitor but speeds by so fast, they foreseen emergency, your forward vision
turn the system on only for taxiing. The
of a highway, grass strip, runway, or FOD
Sharps refer to it as their "taxi camera. "
on the taxiway may be greatly enhanced
Where did they acquire their system? It's
by this simple technology.
VINTAGE AIRPLANE
17
ing to hug the engine's outline. The

Ranger's crankcase is deeper and forces
the slightly modified lines.
When seehlng someone to build the
airplane, Halloran found two sets of tal
ented hands right on his own airport.
"I persuaded the father-and-son
team of Bruce and Evan McCombs to
take on the project. It was slow work,
as some partially completed structures
had to be redone to meet the high
standards of the McCombs.
"The engine components were me
ticulously inspected and refurbished as
needed. When finished, the engine was
beautiful and ran like a sewing machine.
Since major airframe construction had
yet to be done, along with more histori
cal research, progress was slow, because
the McCombs had to fit the project
around their normal heavy business of
aircraft maintenance and repair.
"Finally, the big day arrived when it
was rolled out the hangar door in prep
aration for its first flight . For nearly
18
JANUARY 2008
eight years, I'd been like an expectant

father watching this project come to
fruition . I'd been dreaming of making
this first flight, but it was not to be.
"A few days before it was to happen,
I had a pain in my chest followed by
a very inconvenient heart bypass. So
a good friend of mine, Les Tugaw, did
the first flights while I sucked on oxy
gen and watched. Bummer!"
In short order, Pat Halloran got his
own airframe straightened out, includ
ing jumping through the FAA's required
hoops to get his medical back, and he
was ready to start flying the airplane.
"In the first place," he says, "they
didn't design planes in the 1930s, espe
cially the racers, like they do now, and
this pony wanted to do lots of things
in the air that I wasn't agreeing with.
Just keeping the pointy end forward is
a full-time task, and keeping the ball in
the middle? Forget it!
"Even making the left turn onto
base or final takes a little RIGHT rud
der to be coordinated. That's an un

comfortable control input. The reason?
They didn't bother to design a respect
able-sized tail for conventional flying,
as the racing crowd is only concerned
with 'go fast, turn left.' Less stability
margin means more speed (to a point)
and more agility around the pylons. It's
a real handful to fly, but a very satisfy
ing challenge.
"Visibility from the cockpit," Halloran
says, "is nonexistent, so takeoff and
landing give about as much excitement
as a man cares to enjoy. The runway at
Meadow Lake is only 60 feet wide, and
you never see a landing area from the
cockpit until the airplane is just inches
above the ground. You just hope that
ground is covered with asphalt. Know
ing that the runway back at historical
FJabob, where I was to eventually land,
was only 50 feet wide meant I procrasti
nated on mahlng such a delivery.
"I eventually built my time to 60
hours and finally hit upon a solution:
AIIUrethane Recovering Handbook
AERO CLASSIC
"COLLECTOR SERIES"
I installed a tiny 'lipstick' video camera in a fairing under the

nose and a small 4-by-6-inch video screen on the glare shield
in front of me. Eureka! There was a runway out there! It was
great for taxiing, but on final approach was where it really
paid off. The comfort factor went way up. Now I thought I was
ready for that 50-footer at Flabob."
Gen. Halloran missed ferrying the airplane to Oshkosh be
cause of some medical tests, so famed race pilot Skip Holm
was called on to make the fight. (The general did get to fly the
Firecracker for the photos you see on these pages.) The airplane
created a minor sensation out in front of the Red Barn in the
Vintage area. More than one pilot was seen to visibly shud
der when looking at those tiny, highly tapered wings and that
long, brutish nose that rose higher than the windscreen.
In perusing the airplane at Oshkosh, it didn't take a his
torian to know that pilots who stepped out of wallowing
biplanes directly into the likes of the Rider R-4 Schoenfeldt
Firecracker were a special breed. And many didn't survive.
Those who did, however, helped bring the technology
of speed to more purposeful aircraft during the war that
ended the golden age of air racing. Team Wathen's (our
term, not his) reproduction of the Firecracker serves to re
mind us of a generation of men who were unafraid to
go where no man had gone before," and, in so doing bring
back knowledge that benefited us all.
......
/I
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VINTAGE AIRPLANE
19
TYPE CLUB LISTING
Aeronca
Beech
Buhl
Aeronca Aviators Club

Robert Szego
P.O. Box 66
Coxsackie, NY 12051 USA
518-731-3131
Email: staff@aeronca.org
Website: www.aeronca.org
Dues: $29/yr, $55/2-yrs; $37/yr, $55/2-yrs
Canada and Foreign
Publication: Quarterly, Aeronca Aviator
Twin Beech 18 Society

Rand Siegfried
P.O. Box 550
Tullahoma, TN 37388 USA
931455-1974
Fax: 931445-1994
Email: staggerwing@bellsouth.net
Website: www.staggerwing.com
Dues: $50/yr. US; $60 Foreign
Publication: Quarterly
Buhl LA-l "Bull Pup' Owners Group

Technical Coordinator-William R. "Bill' Goebel
894 Heritage Creek Dr.
Rhome, TX 76078 USA
940-627-5938
Aeronca
Bellanc&Champion Club
Robert Szego
P.O. Box 100
Coxsackie, NY 12051 USA
518-731-6800
Email: robert@bellanca-championclub.com
Website: www.bellanca-championclub.com
Dues: $38/1-yr,$72/2-yrs;
Foreign $43/1-yr, $81/2-yrs
Publication: Quarterly, B-C Contact!
Fearless Aeronca Aviators (f-M)

John Rodkey
280 Big Sur Dr.
Goleta, CA 93117 USA
805-968-1274
Email: poobahster@gmail.com
Website: http://aeronca.westmont.edu
Dues: Donations accepted for server maintenance
Publication: email list http://mail.westmont.edu/
mailman/listinfo/aeronca
Bellanca
Bird
Aeronca
National Aeronca Assoc.
Jim Thompson
304 Adda St
Roberts, IL 60962 USA
217-395-2400
Email: nationalaeroncaassociation@yahoo.com
Website: www.aeroncapilots.com
Dues: $25/yr. $35 Canada, $45 Int'.
Beech
Beech Aero Club
Cloyd Van Hook
10022 Idlewood Place
River Ridge, LA 70123 USA
504-619-2379
Email: cloydvanhook@imtt.com
Website: www.beechaeroclub.org
Dues: $50/yr.
Publication: BAC Talk
Beech
Staggerwing Museum Foundation
P.O. Box 550
931455-1974
Fax: 931455-1994
Email: museuminfo@staggerwing.com
Dues: $25/yr. US, $30/yr. Foreign
Beech
T-34 Association, Inc.
Jud Nogle
880 NCounty Rd 900 E
Tuscola, IL 61953 USA
217-2534243
Email: jud@t-34.com
Website: www.t-34.com
Dues: $50 for first year/$45 per year thereafter
Publication: MENTOR MONITOR published 4 times ayear
plus email updates as needed
20 JANUARY 2008
Bird Airplane Club

Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328 USA
815-943-7205
Dues: Postage Donation
Bonanza
American Bonanza Society
Thomas P. Turner
Mid-Continent Airport, PO Box 12888
Wichita, KS 67277 USA
316-945-1700
Fax: 316-945-1710
Email: absmail@bonanza.org
Website: http://www.bonanza.org
Dues: US: $55/yr.
Publication: ABS Magazine - Monthly
Cessna
Cessna International Bird Dog Association (L-19/0-1)
Larry Rinn
9618 Jason Bend
Helotes, TX 78023 USA
210-695-1944
Email: C24712@aol.com
Website: http://www.L-19Bowwow.com
Dues: $30/yr US; $35/yr Canada; $45/yr Int'!
Publication: Quarterly Magazine;
Monthly Email Newsletter
Cessna
Cessna 150/152 Club
Lori Colunga, Membership Coordinator
P.O. Box 1917
Atascadero, CA 93423 USA
805-461-1958
Fax: 805-461-1035
Email: membership@cessna150-152.com
Website: http://www.cessna150-152.com
Dues: $35/yr internet only or
$45/yr postal subscription
Publication: Bi-monthly
Cessna
Cessna Airmaster Club
Gar Williams
9S135 Aero Drive
Naperville, IL 60564 USA
Phone: 630-904-6416
Email: Aerocraft@aol.com
Dues: No Dues. Membership is restricted to those that
own, or would like to own, aCessna Airmaster.
Bonanza
Twin Bonanza Association
Richard Ward
19684 Lakeshore Drive
Three Rivers, MI 49093 USA
269-279-2540
Fax: 269-279-2540
Email: forward@twinbonanza.com
Website: http://www.twinbonanza.com
Dues: $35/yr US; $45/yr foreign
Bucker
National Bucker Jungmiester Club
Colosta Price
300 Estelle Rice Dr
Moody, TX 76557 USA
254-853-9067
Bucker
Bucker Club
A. Gordon Clement
2225 Peachford Lane
Lawrenceville, GA 30043 USA
770-995-1798
Email: bucker131@adelphia.net
Website: www.bucker.info
Dues: $25/yr US & Canada,
$27 Foreign in US Funds
Publication: The Bucker Newsletter 6/yr
Cessna
Cessna Ryer Association
Trevor Janz
Waupaca Municipal Airport,
The Blue Hangar, P.O. Box 381
Waupaca, WI 54981 USA
920-867-2800
Fax: 920-867-2805
Email: trevor@cessnaflyer.org
Website: www.cessnaflyer.org
Dues: $40/yr. US,
$55/yr Canada & Mexico, $65/yr Other
Publication: Monthly
Cessna
Cessna Owner Organization
Randy Augustinak
P.O. Box 5000
lola, WI 54945 USA
1-888-692-3776
Fax: 715-445-4053
Email: help@cessnaowner.org
Website: http://www.cessnaowner.org
Dues: $48/yr., $89/2 yrs., $119/3 yrs.
Cessna
Corben
Great Lakes
Cessna Pilots Association

John Frank, Executive Director
3940 Mitchell Rd,
Santa Maria, CA 93456 USA
805-934-0493
Fax: 805-934-0547
Email: info@cessna.org
Website: http://www.cessna.org
Dues: $55/US, Canada, Mexico,
$70 International
Publication: E-ATIS electronic weekly/
CPA Magazine monthly
Corben Club
Robert Taylor
P.O. Box 127
Blakesburg, IA 52536 USA
515-938-2773
Fax: 515-938-2093
Email: antiqueairfield@sirisonline.com
Website: www.aaa-apm.org
Dues: $15/yr.
Publication: -3
Great Lakes Club

Brent L. Taylor, Editor
P. O. Box 127
515-938-2773
Fax: 515-938-2093
Dues: $15
Publication: (3) 16 pg. Newsletter
Cessna
Cessna T-50 "Bamboo Bomber"
Jim Anderson
Box 269 Sunwood Marine
St. Croix, MN 55047 USA
612-433-3024
Fax: 612-433-5691
Email: jamesanderson@qwest.net
Website: http://www.cessnat50.org
Dues: Call Club for Info
Cessna
Eastern Cessna 190/195 Association
Cliff Crabs
25575 Butternut Ridge Road
North Olmsted, OH 44070 USA
440-777-4025
Email: ccrabs@aol.com
Dues: $15
Publication: 4/yr.
Cessna
International Cessna 120/140 Association
Ken & Lorraine Morris, President
2900 Howard St
Poplar Grove, IL 61065 USA
815-547-3991
Email: president@cessna120-140.org
Website: www.cessna120-140.org
Dues: $25/yr.
Publication: 7 issues per year, included in membership
Cessna
International Cessna 170 ASSOCiation, Inc.
Jan Billeb, Executive Secretary
22 Vista View Ln.
Cody, WY 82414 USA
307-587-6397
Fax: 307-587-4297
Email: headquarters@cessna170.org
Website: http://www.cessna170.org
Dues: $45 USD/yr or $130 USD/3 yrs
Publication: Rypaper-monthly; The 170 News-quarterly
Culver
Culver Club
Brent Taylor
P.O. Box 127
515-938-2773
Fax: 515-938-2093
Dues: $15/yr.
Publication: (3) 16 pg.
Grumman
Ercoupe
Harvard
Ercoupe Owners Club

Carolyn T. Carden
P.O. Box 7117
Ocean Isle Beach, NC 28469 USA
910-575-2758
Email: coupecaper@aol.com
Website: www.ercoupe.org
Dues: $30/yr. US; $35 Foreign
Publication: Monthly, Coupe Capers
Fairchild
Fairchild Club
John W. Berendt, President
7645 Echo Point Road
Cannon Falls, MN 55009 USA
507-263-2414
Email: fchld@dvtel.net
Website: http://www.fairchildc/ub.com
Dues: $20/yr.
Fairchild
Fairchild Fan Club
Robert L. Taylor
P. O. Box 127
515-938-2773
Fax: 515-938-2093
Dues: $15
Cessna
International Cessna 180/185 Club
(ownership required)
Keith Peterman
40087 Mission Blvd. # 392
Fremont, CA 94539-3680 USA
Phone: 510-226-1364
Email: president@skywagons.org
Website: www.skywagons.org
Dues: $25/yr.
Publication: Bi-monthly
Cessna
International Cessna 195 Club
Coyle Schwab
632 N. Tayler Rd.
SI. Charles, IL 60174 USA
630-513-7002
Email: coyle.schwab@sbcglobal.net
Website: www.cessna195.org
Dues: $25
Publication: Online at website (members only).
Non-members can access photos and
"Hangar Talk" forum
Fleet
International Reet Club
Jim Catalano
8 Westlin Ln.
Cornwall, NY 12518 USA
845-534-3947
Email: fteetclub@mac.com
Website: http://web.mac.com/fteetclub/FieeCClub/
Home.html
Dues: Contributions
Publication: Approximately 4/yr.
The American Yankee Association

Stewart Wilson
P.O. Box 1531
Cameron Park, CA 95682 USA
530-676-4292
Email: sec@aya.org
Website: http:// www.aya.org
Dues: $40/yr.
Publication: The American STAR - Bi-monthly
Canadian Harvard Aircraft Association

Ray Whittemore, President
P.O. Box 175
Tillsonburg, ON N4G 3T9 Canada
519-842-9922
Fax: 519-842-3292
Email: ray@spitcrazy.com
Website: www.harvards.com
Dues: $50/yr.
Publication: Quarterly "The ROAR of the Harvard"
Hatz
Hatz Biplane Association
Lyman Hatz
P.O. Box 10
Weyauwega, WI 54983 USA
715-536-1069
Email: HatzLymanC@aol.com
Website: http://www.weebeastie.com/ hatzcbl/
Dues: $20/yr.
Hatz
Hatz Club
Robert L. Taylor
P. O. Box 127
515-938-2773
Fax: 515-938-2093
Dues: $15/ yr.
Publication: (3) Hatz Herald
Heath
Heath Parasol Club
William Schlapman
6431 Paulson Road
Winneconne, WI 54986 USA
920-582-4454
Howard
Funk
Funk Aircraft Owners Association
Thad Shelnutt
2836 California Av.
Carmichael, CA 95808 USA
916-971-3452
Email: pilotthad@aol.com
Website: www.funkftyers.org
Dues: $12/yr.
Publication: The Funk Ryer (monthly)
Howard Club & Howard Aircraft Foundation

Edward R. Moore
P.O. Box 50
West Mystic, CT 06388 USA
860-536-3002
Email: EBDGA15P@aol.com
Website: http://members.aol.com/ HowardClub
Dues: $30/ yr.
VINTAGE AIRPLANE
21
Interstate
Naval Aircraft
Piper
Interstate Club
Brent Taylor
P.O. Box 127
515-938-2773
Fax: 515-938-2093
Dues: $15/yr.
Publication: (3) Interstate Intercom
N3N Owners and Restorers Association

H. Ronald Kempka
2380 Country Road #217
Cheyenne, WY 82009 USA
Phone: 307-638-2210
Email: wyn3n@aol.com
Dues: $15/ yr.
Publication: On Yahoo.com
Cherokee Pilots Association

P. O. Box 1996
Lutz, FL 33548 USA
813-242-7814, 800-292-6003
Dues: $38 US, $40 Canada & Mexico, $46 Foreign
Publication: l1/yr.
Luscombe
Continental Luscombe Association
Ellie Madison, President,
Patti Sani, Membership
10251 E. Central Ave.
Del Rey, CA 93616 USA
559-888-2745
Email: cla-jim-patti@pacbell.net
Website: www.luscombeda.org
Dues: $24 US, $30 Canada,
$36 Foreign. US Funds
Publication: The Courant (bi-monthly)
Luscombe
Luscombe Association
Steve Krog
1002 Heather Lane
Hartford, WI 53027 USA
262-966-7627
Fax: 262-966-9627
Email: sskrog@luscombeassoc.org
Website: www.luscombeassoc.org
Dues: $25 USD - US & Canada, $30 Foreign
Publication: Luscombe Association Newsletter 6/ yr
Luscombe
The Luscombe Endowment Inc.
Doug Combs
2487 S. Gilbert Rd Unit # 106, PMB 113
Gilbert, Al 85295 USA
48M50-0883
Fax: 484-762-6711
Email: mr.luscombe@luscombe.org
Website: www.luscombe.org
Dues: None Required, Donations Requested, WIN
ME Raffle support
Publication: Combined written and online at
www.luscombe.org
Meyers
Meyers Aircraft Owners Association
Doug Eshelman
1563 Timber Ridge Dr.
Brentwood, TN 37027 USA
615-400-3382
Fax: 615-371-8231
Email: desh@Comcast.net
Dues: Postage Fund Donation
Publication: newsletter 3-4 times yearly
Monocoupe
Monocoupe Club
Frank and Carol Kerner
1218 Kingstowne Place
SI. Charles, MO 63304 USA
636-939-3322
Email: monocoupe@sbcglobal.net
Website: www.monocoupe.com
Dues: $25/ yr.
Publication: website
Mooney
Western Association of Mooney Mites (WAMM)
Michael Harms
P.O. Box 391641
Mountain View, CA 94039 USA
650-966-8292
Email: michael.harms@Comcast.net
Website: http://www.mooneymite.com
Dues: None
Publication: None
22 JANUARY 2008
Navion
American Navion Society
Gary Rankin
PMB 335, 16420 SE McGillivray # 103
Vancouver, WA 98683 USA
May -Oct: 360-833-9921; Nov - April:623-975-4052
Fax: May -Oct: 360-833-9921; Nov -April: 623-975-4062
Email: Flynavion@yahoo.com
Website: www.navionsociety.org
Dues: US $60/ yr.; Canada $64/ yr.;
Foreign $74/ yr.
Publication: The Navioneer (Bi-monthly)
Navion
Navion Pilots Association
Jon Hartman
P.O. Box 6656
Ventura, CA 93006 USA
805-320-3924
Fax: 805-672-2424
Email:jon@navionpilots.org
Website: www.navionpilots.org
Dues: $25/yr.
Publication: News via web
Navion
Navion Skies
Raleigh Morrow
P.O. Box 2678
Lodi, CA 95241 USA
209-482-7754
Fax: 209-367-9390
Website: http://www.navionskies.com
Dues: $45/ yr.
Publication: Navion Skies/ American Navioneer
Parrakeet
Parrakeet Pilot Club
Barry Taylor
Box127
515-938-2773
Fax: 515-938-2093
Dues: $15
Publication: (3) The Parrakeet Pilot
Piper
Cub Club
Steve Krog
1002 Heather Lane
Hartford, WI 53027USA
262-966-7627
Fax: 262-966-9627
Email: sskrog@cubclub.org
Website: www.cubclub.org
Dues: $30 USD - US/Canada, $35 Foreign
Publication: Cub Clues 6/yr.
Piper
International Comanche Society
Dave Fitzgerald
PO Box 1810
Traverse City, MI 49685 USA
888-300-0082
Fax: 231-946-6180
Email: ics@Villagepress.com
Website: www.comancheffyer.com
Dues: $66/ yr US, Canada & Mexico,
$89/ yr UK, Europe, Asia & Africa,
$79/ yr all other
Publication: Monthly, 50 pages
Piper
Piper Apache Club
John J. Lumley
6778 Skyline Drive
Delray Beach, FL 33446 USA
561-499-1115
Fax: 561-495-7311
Email: captainapache@aol.com
Website: www.piperapacheclub.com
Dues: $36/ yr.
Piper
Piper Aviation Museum Foundation
Cecil Hazlett
1 Piper Way
Lock Haven, PA 17745 USA
570-748-8283
Fax: 570-893-8357
Email: info@pipermuseum.com
Website: www.pipermuseum.com
Dues: $30 per year
Publication: The Cub Reporter (Quarterly)
Pietenpol
Piper
Brodhead Pietenpol Association

Doc Mosher
P.O. Box3501
Oshkosh, WI 54903 USA
Fax: 920-886-3575
Email: BPAN@tds.net
Website: http://www.pietenpol.org
Dues: $16/ yr.
Piper Flyer Association

Trevor Janz
Waupaca Municipal Airport,
The Blue Hangar, P.O. Box 381
Waupaca, WI 54981 USA
920-867-2800
Fax: 920-867-2805
Email: cavu@piperffyer.org
Website: www.piperflyer.org
Pietenpol
International Pietenpol Association
Robert L. Taylor
P. O. Box 127
515-938-2773
Fax: 515-938-2093
Dues: $15
Piper
Piper Owner Society
Randy Augustinak
P.O. Box 5000
lola, WI 54945 USA
866-697-4737
Fax: 715-445-4053
Email: help@piperowner.org
Website: http://www.piperowner.org
Dues: $48/ yr., $89/ 2 yrs., $119/ 3 yrs.
Piper
Short Wing Piper Club, Inc
Eleanor Mills
P.O. Box 166
Halstead, KS 67056 USA
316-835-3650 or 316-835-3307
Email: swpn@sbcglobal.net
Website: http://www.shortwing.org
Dues: $30/ yr. US & Canada; $40 Foreign
Publication: Short Wing Piper News - Bi-monthly
Piper
Supercub.org
Straight & Level Productions, Inc
PO Box 150
Waldron, MO 64092 USA
816-741-1486
Fax: 816-741-5212
Website: www.supercub.org
Dues: Donations - Min $25/ yr
Publication: Online discussion forum
Porterfield
Porterfield Airplane Club
Chuck Lebrecht
91 Hickory Loop
Ocala, Fl 34472 USA
352-687-4859
Dues: $5/yr.
Rearwin
Rearwin Club
Robert l. Taylor
P. O. Box 127
515-938-2773
Fax: 515-938-2093
Dues: $15
Publication: Rearwin Register
Ryan
International Ryan Club
Joe Hodges
300 Sagewood Dr.
Ridgeland, MS 39157 USA
601-896-1300
.
Email: editor@ryanclub.org
Website: www.ryanclub.org
Dues: $15 electronic subscription,
$20 print (U.S.); $25 print (International)
Schweizer
1-26 Association (Schweizer)
Beverly Beckwith
106 WCrosswind Ct
931-455-3990
Email: biplanes@bellsouth.net
Website: www.126association.org
Dues: $15/yr. Regular; $25/yr.
Sustaining; $500 life membership
Publication: bi-monthly
Steannan
Stearman Restorers Association
Jack Davis
7000 Merrill Ave., Box 90, Chino Airport
Chino, CA 91710 USA
626-792-0638
Email: davco@stearman.net
Website: www.stearman.net
Dues: $35/yr. US, $40/yr. Canada & Mexico, $45 Overseas
Publication: Stearman Aying Wire, Quarterly
Stinson
Stinson Historical and Restoration Society
(or Stinson 108, Antique Airplane Assoc.)
Robert Taylor
P.O. Box 127

515-938-2773
Fax: 515-938-2093
Dues: $24/ yr.
Publication: (4) SHARS
Stinson
International Stinson Club
Anthony l. Wright
2264 Los Robles Road
Meadow Vista, CA 95722 USA
530-878-0219
Email: stinson2@juno.com
Website: www.stinsonclub.org
Dues: $30/yr.
Stinson
National Stinson Club
George Alleman
1229 Rising Hill Road West
Placerville, CA 95667 USA
530-622-4004 voice & fax
Email: nscgeorge@internet49.com
Dues: $20 US & Canada; $25 Foreign
Publication: Stinson Plane Talk, 4/yr.
Stinson
Email: sskrog@gmail.com
Website: www.taylorcraft.org
Dues: $35/yr. $5 of which is donated to
the Taylorcraft Foundation
Publication: Quarterly (technical)
Taylorcraft
Virginia/Carolinas Taylorcraft Owner's Club (VCTOC)
Tom Pittman
Rt. 6 Box 189
Appomattox, VA 24522 USA
434-352-5128
Email: vctoc6@juno.com
Website: www.vctoc.org/
Dues: $10/yr.
Travel Air
Travel Air Club
Robert l. Taylor
P. O. Box 127
641-938-2773
Fax: 641-938-2093
Dues: $15
Publication: (3) Travel air Talks
Travel Air
Sentinal Owner and Pilots Association (Stinson L-5)

James H. Gray
1951 W. Coolbrook Ave.
Phoenix, !1J. 85023 USA
602-795-0413
Email: akdhc2pilot@yahoo.com
Website: www.sentinelclub.org
Dues: $20 Internet, $28 US/Canada, $34 Int'l
Publication: Quarterly Newsletter
Travel Air Div. of Staggerwing Museum Foundation, Inc

Karen Garrick
P. O. Box 550
931-455-1974
Fax: 931-455-1994
Email: museuminfo@staggerwing.com
Dues: $40/yr.
Publication: 4-5 per yr.
Swift
Travel Air
Swift Museum Foundation, Inc. (Swift Association)

Charlie Nelson
P. O. Box 644
Athens, TN 37303 USA
Headquarters: 423-745-9547;
Parts Department: 423-744-9696
Fax: 423-745-9869
Email: Charlie:swiftlychs@aol.com;
Secretary: swiftlypam@aol.com
Dues: $35/yr.
Travel Air Restorer's Association (TARA)

Jerry Impellezzeri
4925 Wilma Way
San Jose, CA 95124 USA
408-356-3407
Email: clea.-prop2003@yahoo.com
Dues: $15/calendar year
Publication: Travel air Log, Quarterly
Swift
West Coast Swift Wing
Gerry or Carol Hampton
3195 Bonanza Dr
Cameron Park, CA 95682 USA
530-676-7755
Fax: 530-676-7755
Email: av8rgnh@sbcglobal.net
Dues: $15/yr. Mail or $5/yr email
Taylorcraft
Taylorcraft Foundation, Inc.
Forrest A. Barber, President
13820 Union Ave. NE
Alliance, OH 44601 USA
330-823-1168
Fax: 330-823-1138
Email: fbarber@alliancelink.com
Website: www.taylorcraft.org
Dues: $15/yr.
Taylorcraft
Taylorcraft Owners Club
Steve Krog
1002 Heather Lane
Hartford, WI 53027 USA
262-966-7627
Waco
American Waco Club, Inc.
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065 USA
269-624-6490
Email: rcoulson516@cs.com
Website: www.americanwacoclub.com
Dues: $35 US, $45 Foreign
Publication: Waco World News Bi-monthly
Waco
National Waco Club
Andy Heins
50 La Belle St.
Dayton, OH 45403 USA
937-313-5931
Email: wacoaso@aol.com
Website: www.nationalwacoclub.com
Dues: $20/yr.
Publication: Waco Pilot, Bimonthly
Waco
Western Waco Association
Les Whittlesey
16 Oak Canyon Trl
Coto De Caza, CA 92679 USA
Les: 949-789-4555 E14
Fax: 949-789-4556
Email: Whittlesey4@Cox.net
Dues: USPS $20, Email $10
FROM THE TRAVEL AIR RESTORER'S ASSOCIATION NEWSLETTER
The technical corner: elementary assembly and rigging

BY ROBERT
G.
LOCK
In the previous edition we discussed

assembly and rigging of major
airframe structural components.
This article will complete my
thoughts on elementary assembly
and rigging techniques, focusing on
control surfaces and post-flight rig
ging changes. Hopefully, I can pass
along a few "secrets" that will make
the job easier and still give the
desired results.
Part 2
Flight Control Details

Some aircraft are designed with
"aileron differential." That is, the
UP travel is more than the DOWN
travel. This is done to correct for
adverse yaw, a phenomenon caused
by an increase or decrease in drag
at the wingtips when the ailerons
are moved UP or DOWN. An ex
ample of aileron differential is
seen in the Boeing Stearman. UP
travel is 25 degrees, while DOWN
travel is 18 degrees. When the aile
ron is moved DOWN it effectively
increases the angle of attack, and
therefore the lift, of the outboard
section of the wing. Any increase
in lift is accompanied by a corre
sponding increase in drag. This in
crease in drag will cause the nose
of the aircraft to yaw opposite the
bank. So some designers would use
more UP travel to try to compen
sate for the additional drag caused
24
JANUARY 2008
by the DOWN-moving aileron. This

is "aileron differential."
You can tell if aileron differen
tial is used in your aircraft by look
ing closely at the bell crank. If
the throw is the same in both the
UP and DOWN direction, the ai
leron will move the same amount
in either direction. My Command
Aire ailerons move 25 degrees UP
and 25 degrees DOWN. With ab
solutely no rigging directions for
the aircraft, I decided to use what
Lloyd Stearman had designed on
the model A 75 . So I chose to use
the 25 degrees of UP travel and not
worry about the DOWN travel. It
worked just fine. When there are
no available rigging data I am a
firm believer in observing what
"others" did. Since I have most of
my biplane experience with the
Stearman, and because it has an ex
cellent rigging manual, that is my
airplane of choice.
Many early aircraft used the
"slotted" aileron because it pro

vided very good low-speed lateral
control. Originally conceived by
the Englishman L.G. Friese (the
aileron type is commonly spelled
"frieze" and pronounced "freeze")
and the German Dr. Gustav V.
Lachmann at about the same time
in history, it featured a generous
slot between the wing and aileron
leading edge that allowed air to
flow over the top of the aileron at
high angles of attack as the wing
approached the stalling angle.
However, its drawback was a drag
penalty at cruise speed. The aileron
was hinged at the main spar, and
as the aileron moved UP-the lead
ing edge dropped below the bot
tom wing surface. This feature was
to add some drag to the UP-moving
aileron to counteract adverse yaw.
Look at all the early low-powered
monoplanes such as Piper Cub,
Aeronca Champ, Taylorcraft, Bel
lanca Citabria, etc. They all use the
Friese slotted aileron.
The New Standard D-25 I cur
rently fly uses a large aileron on the
upper wing that is 9 feet in length
and has a chord of 16 inches at
its widest paint. It is hinged at its
front spar directly to the aileron
spar on the wing panel. Therefore
all the weight of the aileron is aft
of the hinge point. There is a small
slot between the aileron spar and
aileron mounting spar on the wing.
John Barker, who flew and main
tained a D-25 for Old Rhinebeck
Airdrome in New York, told me that
he was able to make the ailerons
more effective by covering the slot
with fabric. So I did this on both
New Standards we restored, and the
ailerons work well-much better
than I had anticipated. However, if
the airplane is slow in turbulent air,

aileron response is terrible. With a
4S-foot upper wingspan, it takes a
large amount of aileron force to re
move the airplane from a roll cre
ated by turbulence, plus you need
to add a generous amount of rud
der input.
Elevator travel usually exhibits
more UP travel than DOWN travel
because the aircraft is slightly nose
heavy in its design of the center of
gravity position and doesn't need a
large amount of DOWN travel.
Rudder travel is usually the same
amount both LEFT and RIGHT. The
rudder should be rigged with the
full amount of travel, as it is the
rudder that stops rotation during a
spin. If your airplane does not have
published control-system travel
data , look at the Stearman rigging
manual. Under no circumstances
should the rudder, when deflected
full LEFT or RIGHT, contact the
elevator. Rudder travel is usually
around 2S degrees left and right.
I should point out that aircraft
designed in accordance with Aero
nautics Bulletin 7 (the original issue)
were not required to have control
stops on ailerons and elevators. El
evator stops were essentially the
control stick contacting the back
of the front seat (down stop) and
the front of the back seat (up stop).
Aileron stops were the stick con
tacting the pilot's knees. There was
a limiting movement stop on rud
der because it would contact the el
evator, which wasn't a good thing.
Look at old photos of airplanes of
the era and you'll see the elevator
with a generous amount of DOWN
travel. That's when the top of the
control stick is resting against the
back of the front seat! When I was
restoring the Command-Aire, I an
ticipated the FAA would ask about
control stops, so I designed and in
stalled stops for primary flight con
trols. Sure enough, the question
came up during the type inspection
authorization (TIA).
Rigging Flight Controls

Rigging Ailerons: Neutralize the
control stick in the rear

cockpit by measuring
from side to side. Clamp
the stick in position so it
cannot move. If the sys
tem is cable-controlled,
start by assembling the
cables symmetrically. To
do so, either count the
number of turns on each
turnbuckle or snug the ca
ble turnbuckles until the
threads of the cable ends
just disappear inside the
turnbuckle barrel. Control
surface rigging, especially
the ailerons, requires that
bell cranks be positioned
accurately, so symmetri
cal assembly of cables will
give you a good start to the
rigging process. In a cable
control system there is a
left and right aileron ca
ble and a balance or carry
through cable. Once cable
tension has been snugged, observe
the position of the aileron trailing
edge to wing trailing edge. That is
your reference point to start. If you
reach inside the wing and pull on
anyone of those three cabl es, the
aileron trailing edge will move ei
ther up or down . The balance cable
will move both trailing edges ei
ther UP or DOWN depending on
which side of th e bell crank it is
attached. Once you see which ca
ble moves the aileron in which di
rection, you can proceed without
chasing yourself round and round.
Remember, when rigging ailerons it
is necessary to "droop" the trailing
edges about 1/4 inch so they will
streamline in flight . Cable ten sion
should be set with both ailerons
clamped in the neutral position.
Adjust all cables symmetrically and
safety. Clamping the ailerons in
neutral takes weight off the cables
and allows for accurate tension to
be set. This is particularly true of
the New Standard. With the aile
rons clamped in neutral, tension is
the same in both cables. (See Fig
ure 1.) However, when the clamp
is removed, one cable is noticeably
Figure 1
Figure 2
tighter than the other. That's be
cause of the weight of the aileron
aft of the hinge line. In flight and
when the ailerons neutralize, the
tension should be the same.
If the control is a push-pull rod,
start by making each rod the same
length. This is always the best place
to start. Use the same procedure
for setting droop in ailerons. When
finished rigging, the push-pull rods
should be the same length.
Rigging Elevators: Rigging el
evators can pose a small problem
because many older aircraft had
movable horizontal stabilizers used
for longitudinal trim. So when
measuring elevator travel the stabi
lizer had to be placed in a particu
lar position. What that position is
you usually do not know. So un
less you have specific manufactur
er's data, place the stabilizer trim
in NEUTRAL. If the system is cable
controlled, symmetrically assemble
both cables until snug with the el
evator clamped in NEUTRAL. Then
check UP and DOWN travel using
a bubble protractor or by measur
ing with a steel ruler. The UP travel
is most important, so work until
VINTAGE AIRPLANE
25
it reads the correct amount. If no

data are available, look at biplanes
where the data is available. You can
adjust travel by altering the length
of the UP and DOWN cable, which
will alter the neutral position of
the control stick. When deflec
tion is correct, tension both cables
equally and safety. Figure 2 shows
the aircraft leveled longitudinally
and laterally.
Rigging Elevator Trim Tabs: If
the aircraft is equipped with ele
vator trim tabs, assemble the ca
bles symmetrically and snug. Make
sure the tabs move in the proper di
rection! Don't rig them backward.
Tab UP moves the elevator DOWN.
Tab DOWN moves the elevator UP.
Once the cables are snugged, you
may need to adjust the length of ca
bles to get the travel to the correct
amount. Once travel is correct, ten
sion each cable symmetrically and
safety. Here, a single-wrap safety is
used because the cable diameter is
usually 1/16 or 3/32 inches.
Rigging Rudder: On some aircraft
the vertical fin is offset to the left
to counteract the effects of engine
torque. The rudder should be rigged
neutral to the vertical fin even if it
is offset. Clamp the rudder pedals
in neutral; symmetrically assem
ble the left and right cables. Many
older aircraft just used springs to
hold the rudder pedals forward; the
tension on the rudder cables was
provided by the pilot's feet. So you
cannot rig much tension in the ca
bles, since they are pulling against
a spring. Here, just rig enough ten
sion to balance the spring and ca
ble tension. Make sure the pedals
and rudder are in the neutral posi
tion. Safety the cables.
Tensioning Cables: Once the
control surface is correctly rigged,
it is time to tension the cables.
Control cables pull against each
other, so it will be necessary to ten
sion (shorten) each cable equally.
So line up the safety wire holes and
take a half-turn in each turnbuckle
26
JANUARY 2008
until the system is tensioned. A

cable tensiometer can be used to
determine actual cable tension .
However, most older aircraft did
not use a high amount of tension
just enough to transfer movement
from the control source to the sur
face. Somewhere around 20 pounds
was common. If the tension is too
loose there will be "slop" in the
control. If tension is too tight the
control will feel "heavy" when
moved. Seek a tension between
tight and loose. Cable tension will
depend on what type of pulleys are
installed in the system. Old pulleys
had only a bronze bushing in the
center, while newer pulleys use a
sealed bearing. The sealed bearing
type pulley can withstand higher
tensions. For this type of pulley 40
to 50 pounds might be the norm.
NEVER attempt to
clean threads
using a thread die.
All aircraft threads
are rolled type, and
a thread die WILL
NOT WORK.
Safetying Turnbuckles: FAA AC
43 .13 -1B provides all data neces
sary to safety turnbuckles. Both sin
gle and double wrap are approved.
Adhere to the following specifica
tions: After final rigging adjust
ments check to make sure no more
than three threads on any cable end
are outside the turnbuckle barrel.
Figure 7-23 shows details. Chapter
7, Section 10 describes safety meth
ods for turnbuckles . I use either
double- or single-wrap methods. I
don't use the spiral-wrap method,
but that's just my choice. Figure

7-24 shows the correct safety pro
cedure. Note that there should be
four turns minimum on the wrap.
Pay particular attention to Table
7-8 for approved wire diameter and
type. Note that .040-inch diameter
wire is approved for cables 1/16
inch to 5/32-inch diameters, and
that brass, annealed stainless
steel, monel, and K-monel wire
can be used.
Push-Pull Rod Safetying: Push
pull rods have adjustable ends that
feature rolled threads inserted in
side a threaded barrel welded to the
tube. There will be a hole drilled
through the barrel, called a "wit
ness hole." The hole is there so a
piece of safety wire can be inserted
to check if the adjustable rod end
is threaded far enough into the
barrel. If the wire contacts the ad
justable end, hold the end with a
wrench and tighten the "jam" nut
snug. Some push-pull rods may
have female threads and some may
have threads on the end. Whatever
type, a witness hole is provided so
one can determine proper thread
engagement. NEVER attempt to
clean threads using a thread die.
All aircraft threads are rolled type,
and a thread die WILL NOT WORK.
You can purchase a set of thread
cleaners or use a thread file to
touch up slightly damaged threads
if the need arises. Aircraft threads
are special-don't mess with the
threads! They are all rolled, not cut.
Thread dies will not work. Don 't
ever be tempted to alter the length
of a bolt or threaded rod end with
a thread die.
Final Control Surface Rigging
Check: Check to make sure the sur
face moves in the correct direction,
especially elevator trim tabs.
Post-Rigging Adjustments
After the aircraft has been test
flown on a calm morning, make
notes on how it flies . Is it "wing
heavy?" Do the ailerons stream
line in flight? Can the aircraft be
trimmed for level flight? Where is

the trim handle or control in level
flight? These are just a few ques
tions that need answers .
Post-Rigging Adjustments: Af
ter the aircraft has been test-flown,
there may be further rigging ad
justments that need to be made.
Assuming that both wingtips were
"washed-out" the same amount,
the aircraft may be left-wing
heavy. Let's explore washout and
wing heaviness before progressing.
It is customary to wash out both
wingtips so that the ailerons are
somewhat effective into the stall.
Washout is the twisting of wingtips
UP. Washout is usually 1 to 2 de
grees. Let's say that the fixed angle
of incidence of the lower wing is
plus-2 degrees-that is, the chord
line is 2 degrees up from the longi
tudinal axis of the aircraft. So if you
set the wingtips at minus-2 degrees,
the result is that the tips would
read 0 degrees. The New Standard
has 4 degrees of washout in the up
per wings; the aileron trailing edge
is curved up to meet the tip of the
wing. You don't need to level the
airplane again to adjust washout.
Next, let's explore why an air
craft would exhibit left-wing heavi
ness (the aircraft rolls to the left) .
The airplane tends to react to pro
peller torque opposite the direction
of prop rotation. If the prop ro
tates clockwise when viewed from
the rear, the airplane will tend to
rotate counterclockwise, which is
a left-rolling motion. You should
start to wash in the left wing at
the strut point to remove some of
the washout. In effect you will be
twisting the left wingtip DOWN.
Some aircraft make it easy, like the
Stearman. Go to the left wing and
lengthen the rear interplane strut
a couple turns and fly it again. Do
this until the airplane will fly wings
level in calm air at cruise rpm and
airspeed. Other biplanes use the in
terplane diagonal strut, which will
change wash-in in both wings . In
any case, wash in the left wing(s)
until the airplane flies wings level.
28 JANUARY 2008
But what happens when you

slightly increase the lift on the left
side of the airplane? You also in
crease the drag because lift and
drag are closely associated. Now
the airplane flies wings level but
yaws slightly to the left. If the air
plane has an adjustable vertical fin,
But what happens
when you slightly
increase the lift
on the left side
of the airplane?
move the leading edge to the left

until the airplane flies straight and
the ball is centered. If the fin can
not be adjusted it will be necessary
to add or adjust a ground-adjustable
trim tab on the rudder trailing edge.
Bend the tab to the left to force rud
der to the right until the ball of an
inclinometer is centered. Now we
should have an airplane that will
fly wings level with the ball cen
tered in cruise flight. If you change
the power setting and the airspeed,
your rigging adjustments will change.
So do your fine-tuning at cruise
flight regime.
Let me conclude this rigging col
umn with a short story about the
restoration of my 1929 Command
Aire . I added a Wright R-760-8 to
replace a Curtiss R-600 Challenger
engine. I covered the entire aircraft
except the fuselage, assembled it,
and leveled the aircraft on scales.
My center of gravity calculation
showed the airplane to be slightly
nose heavy, so I placed the 12-volt
battery behind the baggage com
partment (actually the only place
to mount a battery). The center of
gravity (CG) moved to within my
predetermined limits of 27 to 34
percent mean aerodynamic chord.
Proof of the correct CG location

came after the test flight. In-flight
photos of the aircraft in level flight
showed the elevators in line with
the horizontal stabilizer, with the
trim handle in the center of its
travel. No further proof is needed;
the aircraft is neither nose nor tail
heavy. When the airplane is stalled
in flight, the nose falls smartly be
low the horizon, making recovery
simple . Just add some power. I've
never spun the airplane; I decided
not to do that before I flew it.
Aft CGs are the most danger
ous because the nose may not fall
through the horizon when the air
plane stalls. This is NOT what you
want in the finished airplane. This
is an example of neutral to nega
tive longitudinal stability.
Using some rigging data from
the Stearman proved to be just
fine for the Command-Aire. I did
an extensive search for any exist
ing drawings, but they were appar
ently destroyed. I did find a copy of
an original weight and balance re
port filed by a couple of CAA pilots
when the Command-Aire SC3 was
flight-tested for approval in the Ci
vilian Pilot Training Program. This
was most helpful to me when try
ing to establish weight and balance
forward and aft limits. My airplane
came to within 0.1 inch (that's
1/l0'h of an inch) of the calcula
tions made in 1939. So aUmy plan
ning ahead worked!
There may be some biplanes
flying that need to be re-rigged
because they don't fly well. My rec
ommendation is to loosen all the
wires and start over again rather
than try to adjust. It's easier in the
long run.
Happy flying. Be safe and strive
for excellence.
Definition of Technical Terms

Wash out: Removing angle of in
cidence of wing at the tip.
Wash in: Adding angle of inci
dence of wing at the tip.
Neutral: A control surface that is in
line with the fixed surface, the zero
point for measuring travel.
~
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BY ELROY HILB ERT, PINCH HITTING FOR BUCK HILBERT
The cold, naked-legged

Luscombe adventure
Editor's Note: Cap'n Buck had to go
in for a top overhaul on his shoulder,
so Elroy, one of Buck's sons, was kind
enough to fill in for his dad.
Like most stories, this one starts
with waiting-waiting for the right
season, the right conditions, and the
right timing. In this case, I have been
waiting all winter for snow-lots of
snow. I waited until March 5, hardly
two weeks before spring. The weath
erman had forecast a big system, and
this time it looked like he may have
been right. It started snowing toward
evening. I drove to the airport in the
snowstorm that night and put the
skis on. If the conditions were fa
vorable, I could play ski-hooky from
work the next day.
On the Luscombe, the ski cables
attach to a bracket that attaches to
the front gear leg, and the gear fair
ings have to be removed to attach
the bracket. Some Luscombe fairings
have a hole to fit over the bracket
after it's installed. Mine did not, so
I left the fairings off. I'm pretty sure
that the gear is just as strong without
the fairings as it is with the fairings ,
but the gear looks naked, spindly,
and weak without them. The frozen
breath gasp from bystanders confirms
that the Luscombe is indeed naked.
Others who mistake the Luscombe
for a Cessna are, as always, even
more confused when they see the
naked gear. They are not sure what it
is, but they know it's naked.
The next morning we had 6 inches
of perfect powder, and the skies were
30
JANUARY 2008
clear and blue. I went to work as

usual, but it didn't take long for Cliff,
my boss, to see that I wasn't going to
be any more useful than used engine
oil. The Luscombe was his first love,
so he was more (or less) sympathetic
when he tapped me on the shoulder
The Luscombe was
his first love, so he
was more (or less)
sympathetic when
he tapped me on the
shoulder and told me
to take the rest of
the day off.
and told me to take the rest of the

day off. I was standing with my face
pressed up against the hangar door
window with a shop rag in my hand
continually wiping the frost off the
glass so I could see the snow-removal
crew "ruining" all that beautiful
snow. "Leave it alone!" I thought to
myself (or maybe out loud) . Big air
ports just don't appreciate the snow.
I suited up and headed out to
the little Cottonwood Airport near
Rockford, Illinois. After clearing the
snow away from the door and shov

eling some under the skis, I pushed
the mostly 1941 Luscombe out into
the sun. I wondered if NC37038 had
been on snow before. I have logs dat
ing back to 1946, but I didn't remem
ber seeing anything about ski flying .
Some of the flights that were logged
were from Detroit to Miami and back.
Fourteen hours one way, with no other
stops recorded. I probably would not
be making that trip anytime soon.
With or without stops, that would be
a long trip. I'd have to take a week or
more off work. Still, I thought about
what it would have been like to fly
2,000 miles in 1946 on 65 hp and
no radios, no engine-driven electri
cal system, very little weather infor
mation, and no GPS. The Luscombe
would have been nearly brand-new
then, only 5 years old. Now it was 60
years plus and getting cold Sitting in
the snow ... or was it just me? Nev
ertheless, I though t tha t if 37038
had grown up in Michigan, surely
it would have played in the snow at
one time or another.
I chocked the skis and stood be
hind the prop with one hand on the
strut to start it. There wasn't much
chance that it would go anywhere
in the fresh powder, but I didn't
want take to take the chance of fall
ing down in the snow and then get
ting run over. I walked around to the
door and brushed as much snow as
possible off my boots before drag
ging them inside.
The Luscombe glided quietly
across the pure, untouched snow. I
say "quietly" because, as Luscombe

owners know, it was designed after
the original RCA Victrola . The tail
wheel transmits all the bumps and
squeaks and rattles up a huge widen
ing cone right into the cockpit. But
on the snow, the RCA dog of "His
Master's Voice" fame wouldn 't hear
anything. By the way, do you re
member that little dog's name? (The
answer is at the end of this article.)
I taxied all the way to the end,
made a big sweeping turn, and then
remembered that I could not stop
to do the run-up, so I went around
again and did it while on the slide.
One last look at the oil temp and
the area, and I advanced the throt
tle smoothly. The acceleration was
a little slow, but smooth. The air
was cold and the sky was as blue as
blue sky can be. A short run and the
Luscombe was in the air. It climbed
effortlessly over the snow-covered
fields. It always looks so different
when everything is covered with
snow. The familiarity of the land
scape is obscured. You know you are
where you are, but at the same time
you have a feeling that you have
never been there before. I headed
east and continued to marvel at the
white landscape. The browns and
grays were now covered with white.
The tree lines were now great barrier
reefs, the farm buildings islands, and
the roads shipping lanes.
My first stop was my brother's
place . He has a rural landing area
VINTAGE AIRPLANE
31
(RLA) just south of Harvard, Illinois.

I set up a downwind and kept a lit
tle power all the way to final. The
touchdown was nearly unnoticeable.
And again it was quiet. Bob hap
pened to be outside working on the
snowblower when I arrived, so he
was already dressed to go ski flying.
He asked, "Why did you leave the
fairings off?" It was too cold to ex
plain, so I just pOinted at the ski at
tach bracket. He nodded, and then
told me to go ahead and get in and
he would prop it.
I squeezed back into the Luscombe.
I couldn't tell if my feet were on the
brakes or not because of my huge
pack boots. Then I realized that
holding the brakes wouldn't do any
good on skis anyway. (I only fly on
skis once a year.) After it started, I
leaned out my door so Bob would
have room to climb in. Of course,
we had trouble squeezing in with all
our winter gear on. We looked like
a heavyweight sumo wrestling tag
team trying to squeeze into a phone
booth. We wedged ourselves into
the 36-inch-wide cabin and finally
got buckled in. Then I took the rag I
still had in my hand from work and
wiped the fog off the inside of the
windshield. There isn't any heat in
the Luscombe, so you have to dress
warm-really warm. There's a knob
on the panel labeled "cabin heat,"
but I don't think it makes any dif
ference what position you have it in.
And besides that, with all the winter
clothes on you really can't be sure the
doors will close, or are closed, any
way. A few minutes later we taxied
out for takeoff. The snow was a little
on the sticky side, but the ground run
was still short and we were in the air.
We traveled up to Lake Geneva and
flew all over the lake, waving to ice
fishermen and "chasing" snowmo
biles. Everyone knows that in order
to put skis on an airplane you have
to remove the wheels, but it is also a
well-known fact among skiplane en
thusiasts that when you remove the
wheels some of the pilot's judgment
gets removed, too. This explains why
we risk frostbite to fly on skis, and
why it's okay to sneak up on snow
32
JANUARY 2008
mobiles or land in any field or on a

frozen lake, something you would
not (or come to think of it, could
not) do in the summertime.
We then flew over the hill to Lake
Como. Lake Como still had some
open water in the middle near the
west end, but the ice looked solid
further south by Mars Resort, where
we stopped for lunch. We sat in the
restaurant looking over the snow
and ice-laden lake. No one in the
place seemed to think it was unusual
for a plane on skis to be sitting out
front (except to comment that it
looked naked). A group of snowmo
bilers came in out of the cold and
sat at the bar. I wondered if we had
chased them earlier. They finished
their drinks, suited up, and headed
back out. We finished our lunch
and headed back out as well. The
Luscombe looked cold sitting on the
ice and the skis were frozen down.
(Note to self: Loosen the skis from
the ice before getting in and trying
to taxi away.)
Bob and I flew over to Larry's RLA.
We were not planning on landing,
because his strip is very narrow and
runs uphill to the north (the same
direction the wind was from), and it
ended with a considerable berm at
the fence line. But he spotted us and
was waving us in. Larry had flown
T-28s in the military, whirlybirds for
NASA, and big jets for the airline. He
also owns a Champ, and a really cute
Parakeet. He p-robably would have

not thought any less of us if we had
not landed, but we felt it would be
easier to land than to explain at a
later date why we didn't. We had a
nice visit. We remembered to break
the skis loose and then climbed back
into the Luscombe while Larry of
fered to give us a prop. We taxied to
the extreme south end of the runway
and were able to swing it around in
the adjoining hayfield . I gave it the
power, and the Luscombe accelerated
slowly and finally broke ground a lit
tle past the point of no return. We
did a large 180 and flew by to wave
at Larry and started off for more ski
plane adventure.
We did some snow-and-goes at
Dacy's and then headed back to
Bob's. After dropping Bob off, I flew
over Cliff's house, which is near the
final approach end of Runway 27 at
the old Belvidere Airport. He recog
nized the Luscombe, hopped in the
car, and drove over to the airport. I
landed and taxied as close as I could
to the pavement and left the engine
running. As he hopped in, he made a
comment about the missing fairings.
He had never flown his Luscombe
on skis and was eager to give it a try.
The sun was quickly setting and it
was getting dark. It was difficult to
make out the runway on the last few
snow-and-goes, but we had a great
time. As he got out he thanked me
for the ride, and I thanked him for
the day off. He said, "I suppose you

want tomorrow off, too?" I laughed
and said, "No, I'll be in."
I could not win the race with the
night back to Cottonwood, but that
was okay since the runway lights were
on. "There is one for the logbook," I
thought. "A night landing on skis." I
taxied as close as I dared to the han
gar, shut it down, and got out. What
a fun and full day! I dragged it in the
hangar and brushed the snow off the
skis and the naked gear.
Within a couple of days the snow
melted considerably and within a
week it was gone . I went back out
to the airport, took the skis off, and
put the wheels (and some of my
judgment) back on. Then I covered
the nakedness of the gear. "Next
year," I thought, "I will keep the
fairings on. "
Oh, that little RCA dog? His name
was Nipper. Most folks know him as
a trademarked symbol of RCA, but
that's not where his fame started.
Google "Nipper RCA" and read what
pops up. It's quite a story!
.......
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VINTAGE AIRPLANE
33
BY DOUG STEWART
Night requirements
c
Departing for home from Martha's
Vineyard yesterday afternoon, I knew
that combining the expected head
winds I would encounter with the late
ness of the day, I would be arriving back
home at the Columbia County Airport
after dark. I was prepared for this, hav
ing checked that all the airplane's lights
(position, anti-collision, landing/taxi,
and cockpit) were working and having
ensured that the batteries in all three of
my flashlights were fresh.
The visibility on the westbound
flight was difficult at first, what with
the sun directly in my eyes, but as
the sun sank lower and lower on the
horizon, the sky went through a glo
rious kaleidoscopic transformation.
Reds, pinks, salmons, magentas, blues,
purples . .. such a vast variety of color
filled the windscreen.
Soon my GPS automatically
switched from its "day" display to its
"night" display, signaling official sun
set and reminding me to turn on the
airplane's position lights. While it was
still quite bright aloft, the shadows on
the ground had lengthened into disap
pearance, and now the lights of houses
and vehicles on the ground were start
ing to appear. The sun was just ap
proaching the horizon from my per
spective at 6,500 feet mean sea level,
but for the folks who found themselves
ground-bound, it had indeed set.
The estimated time en route to the
Columbia County Airport, as displayed
on my GPS, said I should be there in
another 35 minutes. As I thought ahead
to my arrival and landing at IBl, I con
sidered whether or not I would be able
to log it as a night landing. This led me
34
J A NUARY 2008
POSITION LIGHTS
ANTI-COLLISION
LOG NIGHT
REQUIRED?
LIGHTS REQUIRED?*
TIME?
NIGHT LANDING
CURRENCY
SUNSET/SUNRISE
END OF CIVIL
TWILIGHT/
START OF MORNING
TWILIGHT
, HOUR AFTER SUNSET/

1 HOUR BEFORE SUNRISE
REGULATION REFERENCES: FAR 91.20S-VFR FLIGHT (NIGHT), POSITION LIGHTS;

91.209 ANTI-COLLISION LIGHTS; FAR 61.57 RECENT FLIGHT EXPERIENCE
"IF INSTALLED, ANTI-COLLISION LIGHTS MUST BE ON AT ALL TIMES, UNLESS THE PIC
DETERMINES THEIR OPERATION WOULD BE DETRIMENTAL TO THE FLIGHT.
to wonder how much of the total flight

I would be able to log as "night" flight.
At least I knew the correct answer as to
when to turn on the position lights,
as I had already correctly done that.
But as I approached my home base it
became evident that not all pilots can
answer some of the questions relative
to flying at night.
When I was about 15 miles to the
southeast of the airport, with the air
port beacon flashing green-white,
green-white, in sight, I canceled flight
following and switched my radio to the
UNICOM frequency to monitor any
activity that might be occurring there.
Shortly after the Switch I heard the pi
lot of a Mooney announce a departure
from Runway 21, "remaining in the
pattern," followed by a Decathlon pilot
calling the downwind . "Shouldn't be
any separation issues there," I thought
to myself as I strained to see if I could
pick them out visually. "Don't try to
see them straight ahead, Stewart. Pick
them up in your peripheral vision," I
reminded myself, remembering that
the visual scanning techniques for "see
and avoid" are different at night.

As the Decathlon pilot announced
turning final for a touch-and-go,
the Mooney reported on a mid-field
downwind leg. It sounded to me as
if these two pilots were doing a good
job of keeping each other informed
as to where they were in the pattern.
As is my preference, they weren't us
ing tail numbers, hopefully because
they realized that even if they were
flying in close formation, it was a wee
bit too dark to be able to discern any
writing of any kind on the fuselage of
either airplane.
From my vantage pOint of about 12
miles to the southeast and at an alti
tude of 3,500 feet, I could see the land
ing light of the Decathlon as it touched
down, rolled out a bit, and then took
off. However, I was having a heck of
a time picking out the Mooney. Ap
parently I wasn't the only one, as the
Decathlon pilot announced: "Hey,
Mooney, your position lights sure
aren't very bright; in fact, I'm having a
hard time finding you." "Oops ... how's
this?" replied the Mooney pilot, as not
only the position lights, but also the

anti-collision lights of his airplane sud
denly appeared. "Guess I forgot. Thanks
for the heads-up," he added. (Some
times it's nice to know that I am not
the only one who succumbs to CRM...
No, not cockpit resource management,
but "can't remember much.")
While we are speaking of remember
ing, perhaps we had best review what
the regulations have to say about night
flight, especially since we are at that
time of the year, at least in the North
ern Hemisphere, when many of us are
most likely to have occasion to fly at
night. It is interesting to note that the
FARs refer to three different periods of
time in relation to night operations:
one for equipment, one for currency,
and one for logging night operations.
To begin with, let's look at the defi
nition of night that is found in Part 1
of the FARs. "Night means the time be
tween the end of evening civil twilight
and the beginning of morning civil
twilight, as published in the American
Air Almanac, converted to local time."
When referring to the Almanac, we
find that the period of civil twilight
changes relative to geographic position
as well as the time of year. In the winter
it might be 15 or 20 minutes long, but
as the days lengthen as spring turns to
summer, it could be almost an hour.
During the rest of the year, it can be
any time in between. So the only flight
time that can be logged as night flight
is that flying that takes place during
the period of time defined as "night" in
Part 1 of the FARs.
But what about those takeoffs and
landings that have to be made to
carry passengers? Does the same time
period apply?
No, it doesn't . If we refer to FAR
61.57, Recent Flight Experience: Pilot In
Command, we find that to carry passen
gers "during the period beginning one
hour after sunset and ending one hour
before sunrise," the pilot in command
must have made at least three takeoffs
and three landings to a full stop, be
tween the hours of one hour after sun
set to one hour before sunrise, within
the preceding 90 days. The FARs also
state that the pilot be the sole manipu
lator of the controls, which means that
if you are a certificated flight instructor

(CFI) conducting night training, the
takeoffs and landings that your client
makes do not count toward your own
night currency.
If we consider the regulations, then
the landing that the Decathlon pilot
made would not count toward his
night currency for two reasons. One
was because the landing was a touch
and-go and not a full-stop landing. The
other reason was because although it
sure was dark at the time, as civil twi
light had definitely ended, it still wasn't
an hour after sunset.
Okay, we've reviewed what the FARs
say about logging night flight and re
cency of experience, but what about
the regulations relative to those lights
on the airplane? It is here that the regu
lations might be considered contradic
tory. FAR 91.205 starts off: (c) Visual
Flight Rules (night) for VFR flight at night.
the following instruments and equipment
are required. (Let's remember the defi
nition of night discussed above.) The
airplane needs all the daytime instru
ments and equipment, plus approved
position lights, and an approved anti
collision light system, as well as an ad
equate source of electrical energy.
Let's discuss the issue of anti
collision lights a little further. I used to
try and convince myself that I didn't
need an anti-collision light on my
PA-12, using the argument that it was
grandfathered from the requirement.
I was wrong, however, since 91.205
states specifically: Anti-collision light
systems initially installed after August
11, 1971, on aircraft for which a type
certificate was issued or applied for
before August 11, 1971, must at least
meet the light standards ... that were in
effect on August 10, 1971, except that
the color may be either aviation red
or aviation white." (Yes, I installed a
flashing beacon on the top of the wing
root fairing, to comply with the regula
tion.) So if you're to fly it at night, you
do need an anti-collision light of the
type that may have been installed on
aircraft when your vintage airplane was
built. Remember, "night" is defined in
FAR 1 as the time between the end of
evening civil twilight and the begin
ning of morning civil twilight.
/I
Continuing to read 91.205, we see

that a landing light is not required, un
less the airplane is being flown for hire.
91.205 could lead one to believe
that one only needs position lights
between the end and beginning of
evening and morning civil twilight,
as the regulation states: "For VFR
flight at night ..."
But reading on just a little further
in the regulations we find 91.209,
Aircraft Lights, which says that: "No
person may: (a) during the period
from sunset to sunrise ... (1) Oper
ate an aircraft unless it has lighted
position lights." (Please, all you pilots
in Alaska, don't get upset if I don't
mention the exceptions to the rules
you folks have.) It was this regulation
that would end my flying day when
I used to ferry a non-electric Champ
from Massachusetts to Florida every
fall. Without position lights on that
airplane, I would have to be sure to
be on the ground by the time the sun
had set. 91.209 makes it clear that if
an aircraft is not equipped with posi
tion lights, it will turn into a figura
tive pumpkin upon the setting of the
sun and should not be flying again
until the sun rises.
So as we find ourselves at that time
of the year with the shortest daylight,
remember the three different time pe
riods we need to be aware of. Sunset
to sunrise for having the lights turned
on. That period of time between the
end of evening civil twilight and the
beginning of morning civil twilight for
logging our flight as "night." And one
hour after sunset to one hour before
sunrise for logging takeoffs and land
ings for recent experience currency.
Oh, by the way, did I mention that
by the time I was tying the airplane
down, the full moon had risen and was
casting sharp shadows on the ground?
I didn't need my flashlight at all as I
reflected on a wonderful flight at night.
Whether you fly at night, or not, may
you be blessed with ... blue ... errr,
uhhh .. . clear skies and tail winds!
Doug Stewart is the 2004 National CFI
ofthe Year, a Master Instructor, and a des
ignated pilot examiner. He operates DSFI
Inc. (www.DSFlight.com) based at the
Columbia County Airport (lBI). ......
VINTAGE AIRPLANE
35
BY H .G. FRAUTSCHY
THIS MONTH'S MYSTERY PLANE COMES TO US FROM JOHN WOOLSON , AFTER A
SUGGESTION OF A POSSIBLE MYSTERY PLANE BY MEMBER DAVE MciLVAINE.
Send your answer to

EAA, Vintage Airplane,
P.O. Box 3086, Oshkosh,
WI S~903-3086 . Your
answer- needs. to ' be -in.
no later than February 7
for inclusion in the April
2008 issue of Vintage
Airplane.
You can also send

your response via e-mail.
Send your answer to
mysteryplane@eaa.org. Be
sure to include yqur name,
city, and state in the body
of your note, and put
"(Month) Mystery Plane"
in the subject line.
OCTOBER ' S MYSTERY ANSWE R
Our October Mystery Plane was

not too hard for a few of you. Here's
our first note:
from Jo e Juptn er's T-Hangar Tales:

Stories of the Golden Age, Page 120,
and Aerofiles.com.
The followin g information comes
The October 2007 Mystery Plane
seems to be the il m ericau Eagle A-429

Flyabout built in 1929 as CIN 335 and
Identification [X99Ej. The engine is a
LeBlond 5D of 60 hp. The same photo
as Cedric Gal/away's is shown in both
references. The design seems to have been
based on the Longren Sport of 1925, but
with some different structural features,
especially the fus elage. The foldable
wing was retained from the Longren.
Jack Erickson
State College, Pennsylvania
Here's more from Wes Smith of

Springfield, Illinois:
The October 2007 Mystery Plane
is th e sale (see notation below)
American Eagle Aircraft Corporation
1928 American Eagle, Approved Type
Certificate A-429. This was, of course,
36 JANUARY 2008
a modified version of the Longren Sport.

The aircraft was never certificated, but
was registered as X99E. The company
was based in Kansas City, Missouri,
and E.E. Porterfield was the company
president. Between 1928 and 1931,
the American Eagle Aircraft Corp. built
a number of other designs including
the A-201 (ATC 293), 251 Phaeton
(ATC 282), 330 (ATC 119, a version
of the Wallace Touroplane B), A-101
(ATC 17), A-129 (ATC 124), A-139
(a clipped-wing racing version of the
Phaeton), A-229, A-329, A-430 (ATC
301, also D-430 and E-430), A-529
(uncompleted), A-629 (the only twin
engine company design), Eaglet 130,
Eaglet 230 (ATC 380), Eaglet 231,
Eaglet A-3l, Eaglet B-31/32 (ATC 450),
and the uncompleted Trimotor Taloga,
ordered by H.H. Patton.
The photo used in Vintage Airplane
is identical to that which appears on
NASM laser videodisc 1, side A, frame
2882 (I note that you removed the
registration number). Additional photos
of this aircraft appear in frames 2866,
2890-92, and 2895. 1 also refer you to
Page 269 of the Chuck Lebracht article
on A.K. Longren, which appeared in the
winter 1981 issue of the AAHSJournal
(V26 N4). This is the same page that
a photo of the Butler NL-13 (as per my
"Extra" piece on Longren) appears on.
Also apparently known as the
Flyabout, the A-429 had a new
fuselage, and landing gear, but retained
the folding wings of the Longren Sport.
It was powered by a 60-hp LeBlond
5D, had a span of 27 feet 11 inches,
a length of 19 feet 6 inches, a weight
(presumably empty) of400 pounds, and
a range of 340 miles. The price of the
A-429 ranged from $1,895 to $2,495.
According to the Aerofiles.com website,
two A-429s were built, registered 363
and X99E. The maximum speed was
stated to be 100 mph, with a cruise
of 85 mph and a landing speed of 25
mph. A version with an optional 40-hp
Anzani engine was also offered.
Other correct answers were received

from Bruce E. Renner of Fall City,
Washington; Thomas Lymburn of
Princeton, Minnesota; and Wayne Can
Valkenburgh of Jasper, Georgia. ......
GET THE SKILLS
TO GET IT BUilT
AT EAA SPORTAIR WORKSHOPS
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND
BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS
BEGINS
18
18
26
26
26
26
26
26
26
Feb IS
Feb 16
Feb 16
Feb 16
Feb 16
Feb 16
Feb 16
Jan
Jan
Jan
Jan
Jan
Jan
Jan
Jan
Jan
DURATION
2.5 Days
2.5 Days
2days
2days
2days
2days
2days
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Evening
2.5 days
2days
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Evening
COURSE DESCRIPTION
TlG Welding
ElSA Inspection-Airplane
Composite Construction
Sheet Metal
Fabric Covering
Introduction To Aircraft Building
Electrical Systems and Avionics
Gos Welding
What's Involved In Kit Building
TlG Weldina
Composite Construction
Electrical Systems and Avionics
Fabric (overing
Sheet Metal
Test Flying Your Project
What's Involved In Kitbuilding
LOCATION
Griffin, GA
Frederick, MD
Oshkosh WI
Oshkosh, WI
Oshkosh WI
Oshkosh WI
Oshkosh WI
Oshkosh, WI
Oshkosh WI
Griffin GA
lakeland Fl
lakeland, Fl
lakeland, Fl
lakeland, Fl
lakeland, Fl
lakeland, Fl
Complete 2008 Schedule online soon
VISIT WWW.SPORTAIR.COM OR CALL 1-800-967-S746 FOR DETAILS
EAA
WORKSHOPS
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EAA SportAir Sponsors:
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VINTAGE AIRPLANE
37
continued from inside front cover
served on the EAA Chapter 2 committee

while hosting the B-17 in Fort Wayne,
Indiana. This book, about what these
. crewman experienced, is by far the most
fascinating and detailed telling that I
have ever had the privilege of reading. I
thought I knew Hal, but I really didn't.
Jim has truly done an excellent job of
putting Hal's story to words.

The book takes you through Hal's
boyhood to manhood, and then into
his personal commitment to serve his
country and putting his best foot for
ward to bring his crew home after ev
ery mission. This was, of course, not
to be. On August l3, 1944, Hal and his
crew were shot down over France on
his 20 th mission, one that was a sup
posed "milk run./I Their mission was to
close down transportation routes and
create chokepoints for the retreating
German army.
This mission is detailed with every
frightening moment he experienced,
through the shoot-down to his even
tual success in evading the enemy
so he could return to his unit in Eng
land. The book goes on to detail Hal's
experiences with the beloved Flying
Fortress as an aircraft commander of
EAA's B-17 bomber, Aluminum Overcast,
which he proudly served with until his
80 th birthday. I was filled with pride
when, in the book, I read my name as
one who Hal thanked for encouraging
him to see this mission through and
share his personal story with the world.
Thanks, Colonel! Hal's book, The last
of the Combat B-ll Drivers, is available
through Atlas Books: 800-247-6553 or
online at wwwAtlasBooks.com.
EAA AirVenture Oshkosh 2008, The
World's Greatest Aviation Celebration,
is July 28 through August 3, 2008.
VAA is about participation: Be a
member! Be a volunteer! Be there!
Let's all pull in the same direction for
the good of aviation. Remember, we are
better together. Join us and have it all.
The following list of coming events is

-~furnished to our readers as a matter of
........ ....- - ~ information only and does not constitute
approval, sponsorship, involvement, control, or direction of any event (fly-in,
seminars, fly market, etc.) listed. To submit an event, send the information via
mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail
the information to: vintageaircraft@eaa.org. Information should be received
four months prior to the event date.
May 30June 1 - Poplar Grove Airport, IL (C77) - Army Wings

and Wheels 2008 Vintage Wings and Wheels Museum L-bird
fly-in and living history re-enactment. Flying events, pancake
breakfast, awards. See website at www.ArmyWingsAndWheels.
com or call Museum at 815-547-3115 for further details.
June 57 - Bartlesville, OK - 22nd Annual Biplane Expo, Contact
1-918-622-8400, www.biplanexpo.com
June 21 - Porterville, CA - Eagle Mountain Air Show at Porterville
Airport Aerobatics, Warbird fly-bys, vinatge, military and civilian
aircraft on display, Awards for display planes Gates open at 8 AM
Flour bombing and spot-landing in the morning. Food, beverage,
crafts vendors Contact: (559) 289-0887
September 1920 - Bartlesville, OK - 52 Annual Tulsa Regional
Fly-In, Contact 1-918-622-8400, www.tulsaflyin.com
200 8 MAJOR
FLy-INS
For details on EM Chapter fty-ins and other local aviation events, visit
U.S. Sport Aviation Expo
Rocky Mountain EAA Regional FIyln
Sebring Regional Airport (SEF), Sebring, FL

January 17-20, 2008
Front Range Airport (FTG), Watkins, CO

June 27-29, 2008
www.Sport-Aviation-Expo.com
www.RMRFI.org
Sun 'n Fun Flyln
Arlington Northwest EAA FIyln
Lakeland Linder Regional Airport (LAL),
Arlington Municipal Airport (AWO),

Arlington, WA
July 9-13, 2008
www.NWEAA.org
Lakeland, FL
April 8-13, 2008
www.Sun-N-Fun.org
Golden West EAA Regional Flyln
EAA AirVenture Oshkosh
Yuba County Airport (MYV), Marysville, CA
Wittman Regional Airport (OSH),
June 6-8, 2008

www.GoldenWestFlyln .org
Oshkosh, WI
July 28-August 3, 2008
www.AirVenture.org
Virginia EAA Regional Fly-In

Suffolk Executive Airport (SFQ), Suffolk, VA
June 14-15, 2008
www. VAEAA .org
EAA Southwest Regional-The Texas FIyln

Hondo Municipal Airport (HDO), Hondo, TX
October 10-11, 2008
www.SWRFI.org
38 JANUARY 2008
www.eaa.orgjevents
Flight Control Cables

Custom Manufactured!
Something to
buy , sel l,
or trade?
Classified Word Ads: $5 .50 per 10 words , 180 words maximum , with boldface
lead-in on first line.
Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at
$20 per inch . Black and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date (i.e.,
January 10 is the closing date for the March issue). VAA reserves the right to reject any
advertising in conflict with its policies. Rates cover one insertion per issue. Classified
ads are not accepted via phone. Payment must accompany order. Word ads may be
sent via fax (920-4264828) or email (classads@eaa.ortJ using credit card payment (all
cards accepted). Include name on card , complete address, type of card, card number,
and expiration date. Make checks payable to EAA. Address advertising correspondence
to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.
MISCELLANEOUS
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bearings,main bearings, bushings, master
rods, valves, piston rings. Call us Toll Free
1-800-233-6934, e-mail ramremfg@aol.
com Website www.ramengine.com
VINTAGE ENGINE MACHIN E WORKS,
N. 604 FREYA ST., SPOKANE, WA 99202
Charies Hubbell Paintings - 100 assorted

history of aviation - in mint condition.
Flying wires available. 1994 pricing.
$1000 - 828-369-8209
Visit www.flyingwires.com or call
800-517-9278.
SERVICES
Aircraft Construction and Restoration,

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348-7514
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A&P J.A.: Annual, 100 hr. inspections.
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Each cable is pre-stretched, proof

loaded and certified in accordance
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Order Online at www.mcfarlaneaviation.com
Nominations for EAA Directors

Pursuant to the amended and restated articles and bylaws of the Experimental Air
craft Association Inc., the president has designated six (6) members of the Associa
tion to act as the Nominating Committee to receive nominations for Class I directors.
The Committee includes Ron Scott, chairman, N8708 Sky Lane, East Troy, WI 53120;
Zonnie Fritsche, W6305 Peninsula Ct. , Neshkoro, WI 54960; Robert D. Lumley, 1265
S. 124th St., Brookfield, WI 53005; Fred Stadler; 1718 Autumn Ln ., Arlington, TX
76012; Cody Welch, 15057 Lindbergh Ct., Linden, MI 48451; and Harry Zeisloft,
2787 Leisure World , Mesa, AZ 85206.
By this notice, nominations are hereby solicited for the eight (8) Class I director
positions to be filled at the 2008 Annual Membership Meeting. Nominations for these
positions shall be made on official nomination forms that may be obtained by mail (at
Experimental Aircraft Association Inc., c/o Tom Poberezny, P.O . Box 3086 , Oshkosh,
WI 54903-3086) or bye-mail (JReader@EAA.org).
The nomination petition shall include a recent 3-by-5 photo or full-resolution two
megapixel (300 DPI) photo of the candidate and shall contain a brief resume of his
or her background and experience. Candidates must be current EAA members. Each
petition shall require the signatures of at least twenty-five (25) EAA members, along
with such members' EAA numbers and membership expiration dates. Nomination peti
tions shall be submitted to the chairman of the Nominating Committee, Ron Scott, c/o
EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, no later than March
4, 2008. The Nominating Committee shall verify the signatures included on all nomi
nation petitions.
If insufficient nominations are received, the Governance Committee of the Associa
tion board of directors shall make additional nominations of its own. The Annual Busi
ness Meeting will be held during EAA AirVenture Oshkosh, which is scheduled for July
28 through August 3 , 2008. The Business Meeting will be held at the Theater in the
Woods at 10 a.m . COT on Saturday, August 2, 2008, at Wittman Regional Airport, Os
hkosh, Wisconsin . Voting instructions and procedures will be published in a forthcom
ing issue of EAA Sport Aviation and EAA Sport Pilot.
-Alan Shackleton , Secretary, Experimental Aircraft Association Inc
Supplying wire for past and future

Grand Champion Warbird s
The safety of modem
"Mil - Spec" aviation wire
With that classic
"braided and lacquered"
look.
PO Box 51 (107 Woodville Rd.)
Wood River Jet. , RI 02894
(40 1) 364-3839 fax (401) 364-3830
\vww.narraganseltreproducriolls.com
Ciilll
VINTAGE AIRPLANE
39
Membershi~ Services
VINTAGE
AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND

EAA's
V INTAGE A IRCRAFT A SSOCIATION
ASSOCIATION
OFFICERS
Vice- President
President
Geoff Robison
George Daubner
1521 E. MacG regor Dr.

New Haven, IN 46774
260-493-4724
chie{7025@aoi .colII
2448 Lough lane
Hartford , WI 53027
262-673-5885
gdallbl1er@eaa.org
Secretary
Steve Nesse
Treasurer
Charles W. Harris
7215 East 46th St.
Tulsa, OK 74 147
918-622-8400
2009 Highland Ave.

Albert Lea, MN 56007
507-373-1674
stlles@desk1uedia.com
cwh@iwsu.com
DIRECTORS
Steve Be nder
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
ssllO@comcast.l1et
David Bennett
375 Killdeer Ct
Lincoln, CA 9S648
916-645-8370
Dale A. Gustafson
7724 Shad y Hills Dr.
Indianapoli s, IN 46278
317-293-4430
daiefaye@msll.com
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205
a ntiqller@inreoch .c01n
dillghao@owc.net
john Berendt
7645 Echo Point Rd.
Cannon Falls, MN 55009
507-263-2414
Espie " Butch" j oyce

704 N. Regional Rd.
Greensboro, NC 27409
336-668-3650
w;udsock@clol.com
mjb{cllld@rcotlllect. col l1
Jerry Brown
Dan Knut son
4605 Hickory Wood Row

Greenwood, IN 46143
317 -535-8882
106 Tena Marie Ci rcle
IbromI4906@aol.com
lodicuiJ@dwrter.11et
Dave C lark
635 Vestal lane
Plainfield, IN 46 168
317-839-4500
davecpd@;qllest,lJet
Steve Krog
1002 Hea ther Ln.
Hartford, WI 53027
262-966-7627
sskrog@aol.com
john S. Copeland
lA Deaco n Street
Northborough, MA 0 1532
508-393-4775
copelandl@jutlo.com
Robert D. " Bob" Lumley

1265 South 124th St.
Brookfield, WI 53005
262-782-2633
Illmper@execpc.com
Phil Coulson
28415 Springbrook Dr.
lawton, MI 49065
269-624-6490
rcouisoIlS16@c:s.com
Dean Richardson
1429 Kings Lynn Rd
Stoughton, WI 53589
608-877-8485
dar@aprilaire.com
Lodi, WI 53555
608-593-7224
S. H. " Wes" Schmid

2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771-1545
shschmid@mi/wpc.col1l
DIRECTORS
EMERITUS
Robert C. Brau er
9345 S. Hoyne
Chicago, IL 60620
805-782-9713
photopilot@aol.col1l
E.E. " Buck" Hilbert

8102 Leech Rd.
Union, IL 60 180
815-923-4591
bllck7ac@dls.llet
Gene Chase
2159 Carlton Rd.
Oshkosh, W I S4904
920-231-5002
GRCHA@charter.net
Roanoke, TX 76262
817-491-9110
gellemOrri5@Charter.lJet
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pa tllwaYllet.com
John Turgyan
PO Box 219
New Egypt, Nj 08533
609-758-2910
jrtllrgyaIl4@aol.com
Gene Morris
5936 Steve Court
Directory
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone (920) 426-4800
Fax (920) 426-4873
Web Sites: www.vintageaircraft.org, www.airventure_org, www_eaa_orglmemberbeneflts
E-Ma il: vintageaircraft@eaa_org
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Flying Start Program . .... ..... . . 920-426-6847
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EAA Ai rVenture Fax-On-Demand Directory
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Chapters: locating/organizing_ ... 920-426-4876
Education .. . . .. __ . _. __ ... _.... 888-322-3229
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Fligh t Advisors information . _____ 920-426-6864
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AUA Vintage Insurance Plan . . ... 800-727-3823

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Term Life and Acddental .. .. ... _800-241-6103
Death Insurance (Harvey Watt & Company)
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Artifact Donations ... _. _..... __ 920-426-4877
Financial Support ............. 800-236-1025
MEMBERSHIP INFORMATION
EAA
Membershi p in the Experimental Aircraft
Associa tion , Inc. is $40 fo r one year, in cl ud
ing 12 issues of SPORT AVIATION . Fa mily
members h ip is an additi on al $1 0 an nually.
J un ior Membership (un der 19 years o f age)
is avail able at $23 annually_All ma jor credit
ca rds accepted fo r membersh ip_(Add $16 for
Foreign Postage,)
EAA SPORT PILOT

C ur re nt EAA m e mbe rs m ay a d d EAA
SPORT PILOT m agazi n e for a n additio n al
$20 per year_
EAA Me mb e r s h ip a nd EAA SPO R T
PILOT ma gazine is ava ilabl e fo r $40 pe r
yea r (SPORT AVIATION m agazi n e n o t in
cluded) . (Add $16 for Foreign Postage,)
VINTAGE AIRCRAFT ASSOCIATION

C urre nt EAA m emb e rs m ay jo in th e
Vintage Aircraft Associ ati o n a nd rece ive
VINTAGE AIRPLANE m agazine for an ad
dition al $36 per year.
EAA Members h ip, VINTA GE AIRPLANE
magazine and one yea r membership in the EAA
Vi ntage Aircraft Association is ava ilable for $46
per year (SPORT AVIATION magazine not in
cluded)_ (Add $7 for Foreign Postage_)
lAC
Cu rren t EAA m embers may jo in the

Inte rna t io n a l Aerob a t ic C lub, In c. Divi
sio n a nd receiv e SPORT AEROBA TICS
m agazine fo r an ad di tional $45 per year.
EAA M embershi p, SPORT AEROBA T
ICS m agazine a n d o n e year m em bersh ip
in th e lAC Divisio n is ava ilable fo r $55
p e r yea r (SPORT AVIATION m agazi n e
n o t incl ud e d ). (Add $18 for Fore ig n
Postage_)
WARBIRDS
Current EAA m embers may join the EAA
Warbird s o f America Division and receive
WARBIRDS m agazin e for an additional $45
per year.
EAA Me mbe rshi p, WA RBIRDS m aga
z in e a nd o n e year m e m bership in t h e
Wa rbirds Division is ava ilable for $55 per
yea r (SPORT AVIATION m agazine not in
cluded). (Add $7 fo r Foreign Postage_)
FOREIGN MEMBERSHIPS
Please su b mit yo ur re mitta n ce w ith a
ch ec k o r d ra ft dr awn on a Un ited St ates
ba n k payable in United States do llars_ Add
required Fo reign Postage a m o unt for each
m embership.
Membership dues to EM and its divisions are not tax deductible as charitable contributions
Copyrighl C2008 by the EAA Vinlage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of !he Experimenlal Aircraft Association and is published monthly at EAA Avia
tion Center, 3000 Pobe<ezny Rd., PO Box 3088. Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Associalion, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and al additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3088, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to Wot1d Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6.15, e-mail: cpcreturnS@Wdsmail.com. FOR
EIGN 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 Associalion 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 POUCY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
lhe contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, !he EAA Logo and Aerorlautica ,. are registered trademarks, trademarks, and service marks of lhe Experimental Aircraft Association, Inc. The use of these trademarks and
SOIVice marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohib~ed .
40
J A NUARY 2007
MERCURY
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~ appIJ. Avalabll at particilJatinl deallrs. Please refer to www.laa.oll or c811800-843-3612.

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lLI

VAA business notes

Here's hoping you all had a wonder

Gene recently made the decision to

and Mr. Dan Knutson of Lodi, Wiscon

VOL. 36, No. 1

Straight & Level

2007 Vintage Aircraft Association

In the Tradition of Testosterone

Type Club List

Type Club Notes

The Vintage Instructor

Northeast: Allen Murray

Display Advertising Representatives:

JAN U ARY 2008

VAA Hall of Fame

EPA Seeks Comments Regarding

2007 Volunteers of the Year

The Environmental Protection

EAA Speakers Bureau Surpasses

who provide a ready resource of pro

FAA Reauthorization Still on

Annual Skiplane Fly-In, January 26, 2008

eral aviation-so the measure can ad

Second EAA Chapter Leadership

SEND YOUR COMMENTS AND QUESTIONS TO:

VAA, LETTERS TO THE EDITOR

P.O. Box 3086

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

More on Waco UEC NC12472

structing, passenger hop flights and

A happy fellow, Clement Harold Ann

Two of the 25 solid models built by Har

orld War II veteran. Thir

ing lessons in a Taylorcraft A. A year

cer for the 8th Air Force, 95th Bomb

The Peek Family homestead near Paullina, Iowa.

that fill out the remarkable story of

ical engineering school at Iowa State

1937-Chet and his big 1927 Harley.

neering. After graduation, he worked

When Chet sent in the photos

ately marked Antique Airplane Ad

Reunited with his bride after two and

Chet and Marian graduated from Iowa

After graduation from the Anny Air

boys, Stan, age S, and 4-year-old Tom.

Chet seemed to be addicted to the CaliAir. Here's one of his restorations, a

One of a series of Taylorcrafts owned by

Below: Chet's first brand new airplane,

1956-Chet used a Chevy

ing on a history of the Standard J-l.

Throughout the years of engineer

grandchildren and friends, join them

In May of 1999 the Jl restoration was nearing com

the EAA. Who would have thought

Thank you from the staH at AUAI

AUA's Exclusive EAA Vintage Aircraft Association Insurance Program

et's say it's 1934 and

mph flat out. Then you're cruising

you realize your airplane has given

along in your F-IS Eagle, and a home

ers chalking out airplanes on their han

always designed and