vintage airplane - oct 2012

8/20/2019 Vintage Airplane - Oct 2012

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OCTOBER 2012

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A I R P L A N E O C T O B E R

C O N T E N T S

Vol. 40, No. 10 2012

2 Straight and Level Major operational changes at VAA by Geoff Robison

4

The Vintage Instructor Flying is a family affair by Steve Krog, CFI

7 Leftovers A Cub birthday present for EAA by Marvin V. Hoppenworth

10 Fields of Gold Cubs 2 Oshkosh’s 75th birthday bash for the J-3 by Jim Busha

14 Walking the Line Sparky’s AirVenture 2012 notebook by Sparky Barnes

26 2012 Vintage Aircraft Awards

30

The Vintage Mechanic Aircraft fabric covering, Part 3 by Robert G. Lock

34 Mystery Plane by H.G. Frautschy

37 Classifieds

S T A F FEAA Publisher Rod HightowerDirector of EAA Publications J. Mac McClellanEditor Jim BushaVAA Executive Administrator Theresa Books

Ad ti i

B R A

D Y L A N E


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A s many of you are acutely

aware, H.G. Frautschy de-parted the offices of the VAA just a few days ago.

Te resulting operationalchallenges that we are faced with nowvirtually reside at our doorstep. Mostemployees will typically go into “kick-back” mode in the waning days of theiremployment within an organizationsuch as ours. H.G. in fact created achecklist of items to be executed in hisabsence, and then completely nishedhis job before he turned in his keys. Ireally appreciated his dedication andconcern for the VAA. No one can everchallenge his passion for this organi-zation. I hope to see you at Oshkosh

2013, my friend. An d no w we as an orga ni z at io n

need to step forward and execute onthe many challenges I can clearly seeon our doorstep. We are all pleasedto see Theresa Books grasp onto anumber of these challenges. She hasalready stepped up and has eagerly

engaged herself in assisting the VAAExecutive Committee in redening hernew role in assisting us with keepingthe organization on a clear path tosuccess. A number of directors havealso stepped forward to take on newresponsibilities to assist us in main-

where Jim has developed an idea t o

create some space in our magazinetitled Type Club Corner. Jim’s ideais to allow space for the type clubs toannounce type club fly-ins, AD news,recent restorations, developingsafety issues, or anything else typeclub related you may wish to submit.Jim also announced to the type clubmembership that he will be accept-ing full-length feature articles withphotos on their favorite flying ma-chines. There you go, guys and g irls;here’s your chance to get famous!Seriously though, we all know thatthere are hundreds of folks out therewith tons of raw talent that can beturned into educational, interesting,

and valuable content. Especially youyoungsters in your 60s and 70s whoknow so many tricks of this trade;you should consider sharing t hesewith your fellow members.

For those of us who consistently en-courage the youth of our communitiesto engage and educate themselves with

all things aviation, we were enthralledto be witness to a very unique awardwinner at Oshkosh this year. When wasthe last time you heard of a 17-year-oldyoung man, who by the way just gradu-ated from high school, who restoreda 1954 Cessna 170 and actually won

during the awards ceremony to learn

that Dillon’s 170 had scored so high. Ihad met Dillon when we featured himand the aircraft at the Vintage in Re-view Interview Circle in front of theRed Barn, and I was quite impressedby the quality of the work that was ac-complished on this airframe. I think Iwas as excited as his dad when we pre-sented him with his Lindy. Congratula-tions, Dillon! We hope to see you andthe 170 in the Past Grand Championrow in 2013. (Look for a feature storyon Dillon in an upcoming issue of Vin-tage Airplane.)

It’s now early September here innortheast Indiana, and I can still workin the hangar with the doors open. But

all too soon, the chill of fall weatherwill be upon us, and it will again betime to hunker down in the hangar.I could sure go for another relativelymild winter as we experienced lastwinter, but the almanac seems to becompletely adverse to that formula.Let’s hope for the best!

As always, please do us all the fa-vor of inviting a friend to join the VAA, and help keep us the str ong as-sociation we have all enjoyed for somany years.

Geoff Robison

EAA #268346, VAA #12606

president, VAA

STRAIGHT & LEVEL

Major operational changes at VAA

VAA is about participation:


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To nominate someone is easy. It just takes a little time and a little reminiscing on your part.

•Tink of a person; think of his or her contributions to vintage aviation.•Write those contributions in the various categories of the nomination form.•Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that

may substantiate your view.

•If at all possible, have another individual (or more) complete a form or write a letter about this person, conrming why theperson is a good candidate for induction.

Tis year’s induction ceremony will be held near the end of October. We’ll have follow-up information once the date has been nalized.

We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations

for the honor are kept on le for 3 years, after which the nomination must be resubmitted.

Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp.

PO Box 470350

Tulsa, OK 74147

E-mail: [email protected]

Remember, your “contemporary” may be a candidate; nominate someone today!

Find the nomination form at www.VintageAircraft.org , or call the VAA offi ce for a copy

(920-426-6110), or on your own sheet of paper, simply include the following information:•Date submitted.•Name of person nominated.• Address and phone number of nominee.•E-mail address of nominee.•Date of birth of nominee. If deceased, date of death.•Name and relationship of nominee’s closest living relative.•Address and phone of nominee’s closest living relative

Nominate your favorite vintage aviator for the EAA Vin-tage Aircraft Association Hall of Fame. A great honor couldbe bestowed upon that man or woman working next to youon your airplane, sitting next to you in the chapter meeting,or walking next to you at EAA AirVenture Oshkosh. Tinkabout the people in your circle of aviation friends: the me-chanic, historian, photographer, or pilot who has shared in-numerable tips with you and with many others. Tey couldbe the next VAA Hall of Fame inductee—but only if they arenominated.

Te person you nominate can be a citizen of any coun-try and may be living or deceased; his or her involvement

in vintage aviation must have occurred between 1950 andthe present day. His or her contribution can be in the areasof flying, design, mechanical or aerodynamic developments,administration, writing, some other vital and relevant field,or any combination of fields that support aviation. Te per-son you nominate must be or have been a member of the

Vintage Aircraft Association or the Antique/Classic Divisionof EAA, and preference is given to those whose actions havecontributed to the VAA in some way, perhaps as a volunteer,a restorer who shares his expertise with others, a writer, a

photographer, or a pilot sharing stories, preserving aviationhistory, and encouraging new pilots and enthusiasts.

CALL FOR VINTAGE AIRCRAFT ASSOCIATION

Nominations


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I recently had the distinct pleasure of ying with twoindividuals who have truly inspired me. Tey are a fatherand son who began taking ight lessons together about amonth ago.

Jordan, the 16-year-old son, approached his father,Ben, early in the summer and mentioned that he wouldreally like to learn to y. No one else on either side of thefamily is a pilot nor has a car eer in anything aviation-related. Te interest in and urge to y is something Jordandeveloped on his own.

When Jordan made his father aware of his interests,his father gave it some thought before responding. It gothim thinking about ying airplanes. Ten he realized thathe, too, had a passion for learning to fly but had alwaysput the thought out of his mind, as no one around him ex-pressed an interest in aviation.

Now that he had a 16-year-old son showing interest,he let his imag ination take over, allowing the desire torise to the surface. After some thought Ben talked withJordan, and they agreed on a plan. If Jordan was goingto learn to f ly, so was Dad! He feared that his son mightchange his mind.

We all know (and most of us have experienced) thatfrom the age of 14 to about 25, we think of our d ad as

“dumber than a box of rocks.” I know I went through thatphase, but about the time I reached my mid-20s I real-ized my dad was a lot smarter than I had ever given himcredit for. In later years before my dad passed, I used tokid him a lot about having gone to night school while I wasaway seeking fame and fortune, because he was so muchsmarter than when I had left home at age 17.

was enjoying the challenges of flight more. The weatherwas cooperative, and the ight schedule allowed them toprogress at about the same rate. Each and every ight wassheer pleasure for me as both were eager to learn, but Benwas a bit more talkative. He would frequently commentduring a lesson about the beauty and wonderment of y-ing an airplane. Ben has stated a number of times thathe wished he had pursued his dream of learning to y 20years earlier.

BY Steve Krog, CFI

THE VintageInstructor

Flying is a family affair


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Progress for both continued, and soon we were work-ing in the traffi c pattern, learning the intricacies of mak-ing takeoff s and landings in a Piper J-3 Cub. Finally, aboutone week ago the day came, but the wind was quite un-predictable during Jordan’s f light lesson. He learned a

lot during that ight; reading the windsock after turningonto the nal approach, adjusting power when the windvelocity changed, and being prepared to lower a wing andadd opposite rudder when a gust would want to move theplane off the centerline during level-off , are, and touch-down. After the lesson was over Jordan had to leave, un-fortunately. Usually he would wait and watch his dad y.

When Ben and I got ready for our ight that evening,

the wind nally settled down to a near calm condition. Ismiled to myself as we taxied to the runway. I knew that ifBen could demonstrate his ability to take off and land aswell today as he had done the day before, he was going tosolo today.

Our rst takeoff and landing was near perfect. Te sec-ond time around, the traffi c pattern was even better. Aswe rolled to a stop, I told him I wanted to see anothertakeoff and landing as nice as the rst two. Te third waseven better. As we were rolling out, I asked Ben to taxi

back to the end of the runway. About halfway back I askedhim to stop for a moment, and at that point I told him itwas time for me to get out. He rst looked at me in awe,and then an ear-to-ear grin crossed his face. I told him tomake three takeoffs and landings, then taxi back to the

hangar.When Ben arrived back at the hangar and killed the

engine, he sat in the airplane for a minute with the big-

Jor dan and Ben.


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gest grin I’ve seen in a long time. A ll of the local air-

port folks had been alerted, so as soon as he had his feetfirmly planted on the ground, the entire airport crewgave him a round of applause. All shook his hand, wel-coming him into the exclusive club ofhaving flown solo in an airplane.

Photos were taken as I “neatly ”removed the back of his shirt with avery dull scissors followed by a sec-ond round of applause. Refreshmentswere brought out, and we all toastedBen on his accomplishment.

Later I told Ben that Jordan wasready to solo, so we agreed to swaptheir ight times for the next day. Jor-dan would y in the evening when the

Jordan completed his three takeoffs and landings

flawlessly. As he arrived back at the hangar, the wholeairport crew was once again assembled and rewarded hisfirst solo flight with applause and shouts of congratu-

lations. The dull scissors was againbrought out, and photos were takenof this once-in-a-lifetime event.

The grill was then lit, and we allcelebrated the father-son duo andtheir achievement of solo ight withbrats and refreshments.

I’m not sure who was prouder—fa-ther, son, or me! I always find it per-sonally rewarding when I meet the newrst-solo pilot at the conclusion of theflight. The first words they utter are

Te grill was thenlit, and we all

celebrated thefather-son duo

and their achieve-ment of solo ight


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Tis has been an ongoing project. Afriend in Ohio, Don Helmick, offeredme one of two J-3 Cub fuselages that hehad hanging in the ceiling of his hangar.I chose one, and when I got home, it

this as accurate a static display modelof a 1946 J-3 Cub as possible. (Te lastyear of the Piper J-3 Cub.)

Keystone Instruments of Lock Ha-ven, Pennsylvania, was very helpful.

Leftovers A Cub birthday present for EAA by Mar vin V. Hoppenwor thEAA 2519 Life & E AA Tech Counselor 11

O

n J u l y 1 1 ,2012, I deliv-ered the 75th

anniversary Piper J-3Cub to the EAA Mu-seum. Tis is a uniqueaircraft. It was builtup from leftover

parts. It has no pedi-gree, no title,no registration, no airworthiness certificate,and the engine will not run.

JIM BUSHA


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good spars to repair a wind-damagedCub. Tis left me with boxes of repair-able ribs and ailerons. The MuseumCub’s wings contain straightened spars,spliced spars, and many repaired ribs.New sheet metal and wingtip bowswere added. Now the wings look likenew 1946 Cub wings.

The control surfaces were repairedwhere needed. Te trailing edge of therudder was reinforced to ensure thatthe straight part stays straight. The

Note the Piper “single squeeze” on the cable. Brass safety wire wascommon in 1946.

A fixture that was developed topermit me to rotate the wing bymyself. The wingtip is held by afixture that pivots and is attachedat the ends of the spar. I had tohave one wing in the vertical po-

sition to work on the other wingin my small shop.

This fixture permitted me to rotate the tail surfaces all at one movementto any angle for brushing or spraying and park vertically to save space.The rudder was sprayed in position.


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I developed a xture to duplicate the“single squeeze” that was popular onthe 1946 Piper aircraft. It takes morethan 8 tons to do the single squeezeon 1/8-inch Nicropress sleeves.

Ceconite fabric with the nitrate andbutyrate dope system was chosen to n-ish the aircraft. Clyde Smith Jr. of LockHaven, Pennsylvania, has written muchabout the restoration of Cubs, and hisinformation was very helpful. I had tobuild some special fixtures so that Icould handle the fabric work and paint-

tal A65-8. Every time I tried to getContinental Gray, I wound up send-ing back gold-colored paint. So I tookthe data plate off the crankcase, pol-ished that area, and took it to thepaint store telling them, “Match that.”

Yes, the A65-8 now has ContinentalGray paint where it should be gray andblack where it should be black and un-painted where that is proper. I had anew-old-stock Continental data plate,and when I stamped the numbers Ialso stamped “not airworthy” in the

sin. Can you imagine a Chevy pickupwith an 8-foot box hauling a pairof 18-foot Cub wings? The fuselagefollowed a week later, to be matedagain with its wings. This time a car-hauling trailer was used.

My rst airplane was a Cub. It wasa Piper L-4H that I purchased fromthe pilot, Lt. Vernon Sandrock, whowas flying it at the end of WWII. Hebrought the airplane back with himwhen he returned to the United Statesand had it certified as a Piper J-3-65

Yes, that is Continental Gray, andthe engine has Champion C-26spark plugs.

JIM BUSHA

J I M

B U S H A

J I M B

U S H

A


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It was fascinatingto observe him froma distance, roamingbetween the brightyellow fabric cov-ered ightline, the

concerns, and a Porta-Potty withouttoilet paper to name a few. Most or-dinary men would have become irri-tated under the warm Wisconsin sunwith the endless volley of inquiriesand thrown up their hands in disgust.

Volunteer Spirit“I remember relaxing with a group of

friends one evening at AirVenture 2011,”said Steve, “and recall someone saying,‘The Cub turns 75 next year, we oughtto do something.’ Suddenly there was

Fields of GoldCubs 2 Oshkosh’s 75th birthday bash for the J-3by Jim Busha

toa


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Cubs to join in on the c elebrationbefore flying the 60 miles en masseinto AirVenture 2012. Steve soonrealized that with that many yellow

the city of Hartford, they opened theirarms and practically gave us the key tothe city. Tankfully the generosity didn’tstop there, as other Cub-related busi-nesses around the country threw their

hats into the ring and gave us their sup-port. Some of them include Piper Air-craft Corporation, Univair AircraftCorporation, Avemco, Dakota Cub Air-craft Inc., Freeman’s Just Plane Hard-ware, and a host of others. I can’t thankall those wonderful people enough. Asaviators we are truly blessed to not only

y, but to be associated with some reallyawesome people!”

IsTere a Doctorin the House?

Te preparation to get all of the Cubssafely to AirVenture Oshkosh the daybefore the opening ceremonies was laid

out as if they were planning a large-scaleWorld War II mission. Flight paths, take-off time slots, and which J-3 would flyin what group and in what order were just a few of the hurdles Steve and his

staff encountered before zero hour. Itwas determined that the Cub selectedto lead the entire flight would be thefreshly restored example owned by long-time VAA member and 2005 EAA Hall ofFame inductee Richard “Doc” Knutsonand his son, VAA Treasurer Dan Knut-son, both hailing from Lodi, Wisconsin.

Doc had purchased the 1940 J-3, num-ber NC30758, in 1971 and restored itfor the rst time. Since owning their Cubthe father and son team have restoredthe J-3 twice more—once in the late1990s and again in 2010.

“We just enjoy these old airplanes,”said Dan. “Working side by side with

B R A D Y L A N E

JIM BUSHA


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my father for all these y ears on thecountless airplanes we have restoredtogether has been truly priceless, andare memories I will cherish for the restof my life. For us the Cub representsthe simple pleasures in life. Flying lowand slow, waving at friends and neigh-bors a few hundred feet below, and

soaking up all the sights and smellsas the world slowly floats by can re-ally only be done in a Cub. Life reallydoesn’t get much better than that!”

When the time came to select thelead pilot to escort this memorablemission it was an easy choice for Steveand his fellow volunteers; Clyde “TheCub Doctor” Smith Jr. would act as themother hen leading the way into Air- Venture while at the controls of theKnutson J-3 with almost 75 Cubs fol-lowing behind. Clyde was also bestowedwith another accolade before his arrivalat AirVenture 2012—in November he

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75th J-3 Birthday Bashat AirVenture 2012

As the golden rays of early morningsunlight crept westward over the AirVen-ture grounds, orange-vested VAA vol-

unteers of all shapes and sizes began toscurry about the grassy parking area likea bunch of picnic ants awaiting the des-sert that was about to arrive. Lookingsouth down Runway 18-36, the dots inthe sky began to grow larger as a gaggleof yellow-colored J-3 Cubs along with ahandful of olive drab L-4s began their naldescent into Oshkosh a day before the of-ficial opening. As they landed and taxiedin, the cadre of orange-vested volunteersresembled morning rush hour traffi c copsand directed each J-3 safely to its parkingspot. By the time the last propeller tickedover, there were more than 180 Cubs that

26857, shared his thoughts on ying thesame blue and yellow PA-11 Cub for thelast 65 years.

“Back in 1947 I had ‘an old Cub,’” saidGlenn who hails from Minnesota. “I

wanted something newer so I traded myJ-3 along with 1,500 bucks and boughtthis PA-11, number N4642M. I kept it onthe family farm for the rst 48 years un-til the city I live in nally built an airport.I’ve restored it twice since I’ve owned it,

rst time with Linen. I’m 85 years old, andI guess the biggest piece of advice I cangive anyone interested in flying is this—if you take care of yourself and your air-plane, well by golly, you’ll never be too oldto keep on ying!”

I hope for all of us that Glenn’s wordsring true with Steve Krog. It had been ru-mored that at the end of AirVenture week,

Glenn Kinnegerg is

all smiles in front of

his PA-11 that he hasowned for the

last 65 years.

CHRIS HIBBEN PHOTOS


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T his year at E AA AirVenture Oshkosh, a golfcart was made available to me so I could cover

the grounds with ease and relative speed. Asappreciative as I was of that generous opportu-nity, I just couldn’t resist schlepping my camerabag and casually strolling betwixt and between

the rows of f lying machines on foot. It’s akin to walkingthrough a living museum where I can pause by an objectthat piques my interest—except in this case, it ’s the peopleand their airplanes that off er such an interesting and inter-active opportunity to savor personalities and craftsman-

ship. For me, “hoong it” is the best way to meet pilots andsee their airplanes. So I spent four days ambling along andenjoyed meeting a delightful cadre of aviators. Some folks

were wiping morning raindrops from their airplanes andtending to their camping gear, while others were trying to

survive the midday heat (100°F on Monday) by shelteringin the shade of their airplane’s wings. Te pilots I chattedwith told me that, by in large, they are here for the people

rst, and then the airplanes. So perhaps it’s not surprisingthat folks out in the ying elds are friendly. Walking fromrow to row (starting from the Red Barn, all the way downto the South 40) is a great way to make and renew acquain-tances and really see a wide variety of airplanes; I just neverknow what kind of story may unfold when I ask people to

tell me a little bit about their ying experiences and theirairplanes. Here, then, are the stories and photos I collectedto share with you…

Walking the LineSparky’s AirVenture 2012 notebook

ar ticle and pho t os by Sparky B arnes


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E M C L, I, and keeps his 1962 Piper PA-22-108 Coltat Poplar Grove Airport. An active mem-ber of EAA Chapter 1414, Myers explainsthat his airplane (N5569Z) is a converted

Piper Colt, saying, “According to the re-cords, it spent the beginning of its lifeas a flight trainer, and then sometime inthe 1970s they converted it to a taildrag-ger. It still has its original Lycoming O-235engine. Then two-and-a-half years ago,I was in the process of building a PittsModel 12, and a lot of people were telling

me that I’d better get a lot of tailwheeltime before I flew it. I started looking atBarnstormers.com, and I’d never evenheard of a taildragger Colt before. So I

went to take a look at it and got it for a good price. I’ve put close to 200 hours on it; I’ve found out that themore I fly it, the better the engine gets, and the better I get at flying it.”This was his fourth year at AirVenture, his second year flying in, and his first year flying in and camping with

his airplane, which is an experience he loves. “I come to AirVenture to see the vintage airplanes and war-birds,” he shares, “and yesterday afternoon, I was standing next to my plane when a man walks by and says,

‘Hey, is that airplane out of Mississippi?’ It turned out that he used to own my airplane, and we talked forquite a while. So that’s one of my special AirVenture moments.”Myers has enjoyed flying 36 Young Eagles so far—especially since he didn’t have an opportunity to fly in a

small plane himself until he was 17. “I’ve been into airplanes since I was 6, and I’d go to the airport but didn’tknow who to talk to and felt a barrier there. So I figure if I can help out some kid who was like me when I was8 years old and dying to get an airplane ride, then I’m kind of giving back a little.”

J M S F,

Missouri, were camping with their 230-hp Continental-powered 1958 Cessna180B this year. “This is our third trip; in2010 we came up here and we campedin Vintage, had a great time. Last year,we drove up, and we had such a goodtime that this year we flew N508E hereand are going to try to endure thewhole week—even at our ‘old age,’ you

know?” John laughs, adding, “We havea better handle now on what goes onup here, so we got a little bit biggertent so we’re more comfortable. Andwe found some of the places to eat andhave a little fun.”


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J P central Ohio flew in withfriend and aircraft owner TomSchulze to camp this year. Hewas packing up their camp-

ing gear while Schulze wasobtaining a weather brief-ing prior to their depar-ture. According to Pfleiderer,Schulze’s 1951 PA-22 (N919A)Tri-Pacer was converted to aPacer, and Schulze restoredit to its present condition.“I take the occasional trip

with Tom,” says Pfleiderer.“We both used to be in-volved in EAA Chapter 516 inMarion. I’ve been comingup to Oshkosh for about 28years; I like the air show, butI enjoy the forums the most.They have such a variety, and

there’s a lot of knowledge outthere which is informativeand interesting to listen to.Plus, I like just being here!”

A M J R to fly her pretty 1948 Ercoupe ModelE (N94867) to Oshkosh for the firsttime, all the way from her home in

Costa Mesa, California. With an 85-hpContinental powering it, she enjoyedan average cruising speed of 100 mph.She took four days, enjoying leisurelylegs, heading north through Cheyenne.She bought her Ercoupe in 1992, rightafter she earned her private. Radosays, “It was in London, Kentucky,

and I had never flown one—and myhusband wasn’t a pilot. We bought itsight unseen and flew it to Ocean City,

Maryland, so I could make my first cross-country flight as a licensed pilot.”“It was the dumbest thing—we had no idea what we were doing,” she laughs. “But we were younger, and

we had a lot of adventures with it. I think AirVenture is so aptly named. Flying is always an adventure! I knewhi fl i i b bi b h ’ j hi I ’ b if l d h


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V K C ofTulsa, Oklahoma, was all smilesunder the wing of his 1946 PiperJ-3C-65 Cub—not only because hewas at AirVenture but also becausehe was enjoying quite the celebra-tion this year. “I’m 75 years old,and this is the 75th anniversary ofthe Cub,” he smiles, “so I couldnot miss being part of the Cubsto Oshkosh. I’ve been here before

with NC88005, back in 1999, andI think Charlie Harris had some-thing to do with me getting anoutstanding Cub award.”Clark, a Cub Club member, has

owned his J-3 about 15 years, andhe’s logged about 1,000 hours in it.“By the time we all left to fly here,

there were about 80 or 90 J-3s,plus another cluster of Cubs whichwere painted flashy colors, or hadclipped wings, or were other ver-sions of Cub-type aircraft,” hesays. “We made a mass flight, intrail, and it took 40 minutes forall of us to take off from Hartford.They put us off in 20-second-plus-

or-minus intervals.” Clark elabo-rates, “It was a real misty morning,and I lost sight of my lead whowas only half a mile ahead of me.Finally I saw him, and I had a GPSand realized we were about five

J B B A P, M, and his brother,Steve (left), were relaxing by John’s Jacobs-powered 1952 Cessna 195(N9854A) one morning. John is a retired TWA airline pilot, and he sumsup AirVenture this way: “The best thing about Oshkosh is one gets tomeet the finest people, and talk about our love of airplanes, see and

hear them fly, look at how they were restored or built, and comparethem to what you have.”Sharing a little about his background in aviation, he recalls, “I first

soloed a Cessna 150 in 1962 and bought a Taylorcraft shortly thereafter,and I’ve been around tailwheel airplanes ever since. And then I was aparts salesman and covered a 600-mile radius of Kansas City flying myairplane—whatever it happened to be—and selling parts to FBOs. Thatwas very educational because you saw every kind of aviation; you saw

the problems, the fixes, and it probably taught me more about airplanesthan any other single job that I had. We got to see everything from train-ers to jets—I became a paid airport bum!”Through the years, he’s also enjoyed a variety of flying experiences. He

shares that he’s “done a little crop-dusting in PA-11 Cubs with Sorensonbelly packs, spraying postage stamps around this earth; did some fire-bombing in a PBY and the Navy version of the B-24; and charter flights.Including my airline time, I just topped 33,000 hours.”John attributes his involvement with Cessna 190/195s entirely to his son,

Mike, a dedicated 195 enthusiast. John recalls taking a trip one time, andwhen he came home, “I found out that my son and my wife had gone offto Escanaba, Michigan, and bought a basket case 195. They hadn’t eventold me about it! So before I knew it, Mike was building 195 parts. Then Icame into the business later, when I sold my beloved Bonanza and boughta 195—I realized I was hooked! I really enjoy the 195 because it’s a good


20/44

V B R S,

Ohio, was all smiles standing beside his1953 Cessna 170B, which received theOutstanding Cessna 170/180 – Small Plaquethis year. “I love being here at Oshkosh,” he

says, “and really enjoy flying my Cessna 170;I’ve had it about five years now. I startedwith a Cessna 140 [which he restored as anaward winner] and then got the 170, whichhas a 145-hp Continental and will cruiseat 100 knots. I bought it from a fellow inBrevard, North Carolina, who had just putit together and only had about three hours

of flight time on it when he was diagnosedwith cancer. He named it Aunt Bee (of TheAndy Griffith show). I’m still refining the

airplane; last year I replaced all the avionics in it and pulled the number two cylinder off for lead fouling on theexhaust valve. Just two weeks ago, I had the number three cylinder off for exactly the same reason.”Those aren’t the only challenges that Runkle has faced during the time he’s owned N3140A. Three years ago, he

suffered a heart attack and flatlined twice. A self-confessed “gearhead,” Runkle naturally relates his body to amachine. “Looking back at my lifestyle, I was really trying to kill myself, I guess—and I almost succeeded,” saysRunkle. “That changed everything in my life; as we get older we get less immortal, but that really made it apparent

that my time is finite.” He shares, “It took me a year-and-a-half to get my medical back. Now I can go through myoriginal AME to get my medical. It’s a lot of testing and paperwork every year, but it’s worth it to get back in the air.Plus, I’ve lost 75 pounds, my cholesterol and blood pressure are within normal range, and I have much healthiereating and exercise habits now. Every day really is a gift.”

VAA D E

Gene Morris was relaxingin the shade of his son’s

1941 Twin Beech, which ispowered by two Pratt &Whitney R-985s and has acruising speed of 185 mph.According to the displayposter, “Sweet Pea was oneof seven AT-7As manufac-tured, and was delivered on

floats to Elmendorf AFB inAnchorage, Alaska, in April1942…She was completelyremanufactured in 1954 byBeechcraft…[and became]a C-45H.” This Beech hasb ti t t f


21/44

D S L S M, C, are Vintage mem-bers who bought their 1942 Howard DGA-15P (N67433) in 2003. Poweredby a 450-hp Pratt & Whitney R-985, this Howard is affectionately knownas Archibald “B .” There’s a story behind that name, and the short ver-sion is this, according to Dennis: “The name comes from a little ditty that

was told by Clayton Graves, who restored the airplane in 1974. When webought the airplane, we were told that it wouldn’t be ours until I couldtell the story about Archibald ‘B’ (this ditty, like poetry, is best recitedverbally).” Dennis smiles broadly, adding, “Archibald introduces us tothe most interesting people everywhere we go, because they want tocome out and look at Archibald . I started coming to AirVenture in 1973,when I got back from Vietnam. It’s wonderful to come here and seepeople that you only see here; it’s really enjoyable.”Susan enjoys coming to Oshkosh to see old friends and make new ones,

and she says their flight from California was especially nice this year.“Archibald is very comfortable for long cross-countries, and once you

get up there, you really don’t want to come down to land because it’s usually rough and hot,” she says. “So ifyou have smooth air and the fuel, just go for it! That’s what we did on this trip; our longest leg was Roundup,Montana, to Siren, Wisconsin. It took us four-and-a-half to five hours at 9,500 feet, and the air was as smoothas glass. The airplane will go almost seven hours nonstop; we cruise around 150 mph, and if we have any tailwinds we’ll take them! I’ve seen it up to 180 and 190 mph.”Dennis learned to fly in a Cessna 150 in San Luis Obispo while enrolled in college Army ROTC. Dennis says, “The day

after I got my license, I grabbed my instructor and said, ‘I want to know what this spin thing is all about.’ Afterthat, I drove up to Paso Robles and learned to fly a tailwheel airplane, a Citabria 7ECA.” He elaborates, “Flyingtailwheel airplanes is a lot of fun, but the guy who checked me out in the Howard told me, ‘From the momentyou sit down until the moment the propeller stops after shutdown, it’s trying to get you—the whole time! So payattention.’ I’ve had some interesting go-arounds and a few unpleasant landings, but I’ve never ground-loopedit—yet. The one thing that comes to my mind on final approach is, ‘I am not taking this airplane home on a truck!’I’ve logged close to 435 hours in Archibald now, and another 100 in a Howard we owned during the 1980s. All told,I’ve logged about 15,000 hours—in gliders, helicopters (including 600 in Vietnam), and Boeing 777 to J-3s.”

R W N2988T, his 1966Meyers 200D of Benton Harbor, Michigan,to Oshkosh this year, as he’s done mostevery year for the last decade or so. He’sowned the airplane since 2000, and itwas awarded the Outstanding LimitedProduction – Outstanding in Type atAirVenture 2009.

“I just redid the panel this spring,” hesays, “so I have the only Meyers 200 withan updated glass panel! Technically speak-ing, it’s an Aero Commander 200, eventhough it says Meyers 200 on the nose,”He laughs, explaining, “Aero Commander


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J B , KerryannDiLoreto, of Brodhead, Wisconsin, are thehappy owners of NC663N, a 1930 Waco ATOTaperwing that was restored in 2004 in CreveCoeur, Missouri. It originally started life with

a Hisso engine, according to Brownell, but theengine was changed later. NC663N holds twopassengers in the front cockpit and is pow-ered by a 230-hp Wright 760 E-1. Brownell’sa vintage member and first came to Oshkoshtwo decades ago. “Oshkosh is fun because youget to see people you know that you may notget to see otherwise,” he says. “I grew up nextdoor to Ron Price in Sonoma, California, and 20

years ago his son Chris and I flew a Cub herefrom Sonoma. Ron would take us flying whenwe were so small; we both shared one seatright next to him. We couldn’t even see overthe glare shield of a Cessna 152, but Ron wouldtell us to pull back on the yoke when the air-speed got to 60! He owned the airport, and werode our go-carts all over the place—we’d get

so dirty out at the airport he had to hose us off before we could go home!”Josh learned to fly in 1991, and he says when he turned 19, he and Chris “flew Ron’s Cub coast to coast. That reallykind of launched my flying career. I own this Waco with Kerryann, who is a student pilot, and we travel with it togive rides [through our business, Gypsy Air Tours]; I couldn’t do it without her. We’ve just been having a ball with it.I hop rides, and it gives me a chance to share the Waco with lots of people. And it gives them a chance to see whatit feels like to be in an open-cockpit biplane. We fly out of the Brodhead and Lake Geneva areas, and in the last twomonths, we’ve flown 130 hours. Barnstorming is still alive! In August we’re going on the American Barnstormers Tour.It’ll be my first time participating as a ride hauler, and we’re excited about that.”


23/44

T B M F, Wisconsin, was in the vintage field with his 200-hp Ranger-powered1946 Fairchild. He’s been flying since 1971 and soloed in a Stinson 108-2. He was attracted to the Fairchildbecause he “wanted something a little bit bigger after the Stinson—something with four seats,” he says, “andI wanted something with a radial engine, but that didn’t happen. Even though the Fairchild could go eitherway, the radial engine never materialized. But it’s fun to fly.” Blaser smiles, adding, “And it’s comfortable.It holds 60 gallons of fuel and burns right around 10 to 11 gph. I only cruise at 105 mph, so it’s not a speed

demon. But I don’t want to push that Ranger too hard. I re-covered the fuselage and tail with Poly-Fiber andhad some engine work done, but have left the wings alone so far. I’ve been coming to AirVenture since 1972because I enjoy looking at all the airplanes, and have been bringing this airplane for the last 10 years.”


24/44

V S L

of Commerce City, Colorado,

arrived at AirVenture in Miss

Cosette , his 1991 Classic Waco

YMF-5, which he named af-

ter his 7-year-old daughterwho accompanies him to local

fly-ins. He enjoyed a rare op-

portunity while in Oshkosh—

talking with a previous owner

of N333GD. “I was at the EAA

lifetime members dinner the

other night, and this gentle-

man sits down at the table.

And we start talking ab out

Wacos. It turned out that he

used to own my airplane!”

P r e v i o u s o w n e r G e r a r d

Dederich reflected that such a purely happenstance meeting was “really a remarkable coincidence, and I’m

excited to see my airplane again. I bought the plane new over 20 years ago and hadn’t seen it for 15 years

while it went through two other owners. My initials are in the N-number, and I flew rides with this Waco

in Marco Island, Florida; Branson, Missouri; and Lake Geneva, Wisconsin. I gave 3,000 people a ride in that

airplane. When business was slow, I pulled a banner with it that said, ‘Biplane Rides – 1-800-TRY-WACO.’”Lipscomb says the Waco’s 275-hp Jacobs turns a wood-composite MT prop, “which gets me another 5 mph.

This Waco is s/n 41, which is the second Super Waco built. It has numerous internal mods and a larger rudder

and roomier cockpits. I’ve had it for a couple of years now, and I’m really happy with it. It’s fast and comfort-

able for cross-countries, and I’ve put 175 hours on it in two years.”

Lipscomb started flying at 13 and soloed at 16 in a Taylorcraft F-19, a stock 1942 Stearman PT-17, and a Cessna

172. “I learned at a private strip; we had a family farm in Virginia, and I learned from a local flight instructor.

I can still remember his booming voice on base leg, ‘You’re slow. Get the nose down!’ I didn’t realize at the

time what a rare opportunity it was to learn to fly in tailwheel airplanes; I thought that’s the way everybodylearned. But now I really appreciate the opportunities I had.”


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N119C 1949 M M-18LMite, powered by a LycomingO-145. It spent most of itsl i fe w i th Gar ry G rammanof El Cajon, California, until2006, when Vintage memberBruce Brown of Birmingham,Alabama, purchased it. Brownsays, “I wanted to fly and doit inexpensively, so I wanted aplane that was low on main-tenance. I asked my wife if shewanted to go flying with me,and she said no. So I said okay,

I just need a one-seater. I so-loed in a Cessna 152; I had 42hours when I bought the N119C,

and the airplane sat in the hangar in California until I got my license. Then I got an airline flight out, got in theMite, and flew it home. I was so excited to fly it, I took off, and I thought it wasn’t climbing the way I expected.But I climbed up over this 10,000-foot mountain to get into the Imperial Valley on the way home, and got readyto land and then realized I’d never brought the gear up! I assure you I didn’t forget that again!”This is Brown’s second time at AirVenture, and it was a treat to see this 6-foot 3-inch pilot easily condense

himself into the Mite’s tiny cockpit. “The Mite has retractable gear, so I have to be retractable as well,” laughsBrown, adding, “I usually fly 2-1/2-hour legs, and I’m fine with that. Garry never got to come to Oshkosh, soI decided it would be a tribute to Garry to fly it here. He modernized this Mite every year of his life and alsoreplaced a plywood bulkhead with a metal one to strengthen the tail area. The most unique thing about thisairplane is the alternator system that Garry got a field approval for, and now I’ve added a modern electricalsystem to it. After I bought the airplane, I had a hard landing, so I decided to look into the wings to be sure theywere okay. I found some cracking of the wood auxiliary spar and some deterioration of the glue. So we restoredthe wings and re-covered them and then made a modern panel with a Garmin 430. It really surprises peoplewhen they open up a 1949 airplane and see it so up to date. After six years of owning the Mite, I can’t imagine

not having it—it’s like a Hawaiian shirt, you know? You put it on and it just makes you smile!” (Watch for anupcoming feature on this airplane.)


26/44

V M H

of Middleton, Wisconsin, hasabout seven hours of flightinstruction in his freshly re-stored 1946 Piper J-3C-65 Cub

(NC98394), and he intends tocomplete his training and takehis checkride in NC98394. Hestarted out flying from thefront seat of the Cub with a pi-lot friend, and when he offi-cially started taking lessons, hetransitioned to the rear seat.Laughing, he declares, “It’s adifferent world back there—the sight picture just changesso dramatically! My wife, Lisa,also plans to learn how to flyin the Cub.”Now 53, Hopp’s interest in air-

planes started when he was a boy, building Guillows, Comet, and Sterling balsawood kits, which he hung from the

ceiling. Then he started flying remote-controlled airplanes in his 20s. A few years ago, he visited Jerry Johnson,

who was building a Wag-Aero CUBy in his garage . . . That’s when he got the bug for one-to-one scale aircraft.Johnson had two young sons, Cory and Ryan, who were already in the award-winning restoration business.

“Then one day this J-3 came up for sale, and Cory, Ryan, and Jerry were going to give me a hand to help me

restore it,” he says. “It had been flipped over by a storm back in 1964, and pushed into a hangar and left to

sit.” Hopp explains, “They did a lot of fuselage repair, and by the time I got it in 2002 most of the hard work

was done; it was just a matter of covering it with Ceconite and Randolph dope and putting it back together.

Lisa was also a great help with support and her sewing skills. She did the interior seat slings and seats. We did

all the work in a one-car garage and completed it in 2010.”

When the Cubs to Oshkosh flight was announced, Hopp couldn’t resist twisting his instructor’s arm to fly

along with him during the mass arrival. “It was a once-in-a-lifetime chance!” exclaims Hopp. “We were

seventh in line when we took off from Hartford, so I could see four airplanes in front of me most of the time.”

Hopp says, “Since I was flying from the back seat, I just kind of put the Cub in front of me over the left eye-

brow and followed him into Oshkosh. It was fun to see 85 J-3s show up at Hartford.”


27/44

EAA S W Lonoke,Arkansas, had just arrived and was set-ting up camp with a friend when he tooka few minutes to talk about his 1946 NorthAmerican Navion (N22A, s/n 4-19). “It’s anearly Navion; they’re up to the 2,634th se-rial number now. I bought it in 2006 froman 82-year-old man in Terrell, Texas. He’downed it for 27 years, and it was his baby.But he was getting out of flying. I got it for areally good price, and it only had 200 hourson the engine and prop. Then on my firstcross-country, the prop had a problem, andit was a forced landing. But since it was right

after liftoff, I was able to land back on therunway, luckily.” Ware adds, “I was lookingfor a name for it, and Lucky Lady is what shebecame. As far as I can tell it has the originalpaint scheme and colors. I put about 100hours a year on it. The Continental engine

(205 hp) is original to the airframe; it’s an E185. Originally it was an E185-3, but now with upgrades, it’s a -9.”Ware is a retired Air Force C-130 pilot who first soloed a Cessna 152 in a college ROTC flight program. Then he went

on to pilot training in a T-37 and T-38. After retirement, he was flying a Piper Cherokee and was considering beingpartners with his uncle in a Cessna 182. But then he went for a flight in a Navion, and a month later he bought N22A.“I’m a member of the Southern Navion Air Group and American Navion Society, and this is my sixth year at

AirVenture,” reflects Ware, elaborating, “I come here not just to see other Navions but to check out everybodythat’s here and to see all the neat aircraft—and then settle back and watch the air show in the afternoon. Ialways find somebody I know here, and I enjoy hooking up with them and having dinner.”

What Our Members

Are RestoringA re y o u n e a r i n g c o m p le t i o n o f a

restoration? Or is it done and you’re busy

flying and showing it off? If so, we’d like to

hear from you. Send us a 4-by-6-inch print

from a commercial source (no home printers,

please—those prints just don’t scan well) or

a 4-by-6-inch, 300-dpi digital photo. A JPG

from your 2.5-megapixel (or higher) digital

camera is fine. You can burn photos to a CD, or

if you’re on a high-speed Internet connection,

you can e-mail them along with a text-only


28/44

Antique (through August 1945)

Transport Category Runner-UpKenneth Morris, Poplar Grove, Illinois

1941 Beech C45H, N213SP

Customized Aircraft Runner-UpJerrel Barto, Riverside, California

1937 Waco YKS-7, NC17472

World War II Era (1942-1945) Runner-UpJeffrey Wheeler, Pataskala, Ohio

1941 Meyers OTW 160, NC26476

Bronze Age (1937-1941) Outstanding Closed-Cockpit MonoplaneKenneth Eckel, Hernando, Mississippi

1940 Piper J-3C-65, N35054

Bronze Age (1937-1941) Runner-UpGuy Bourke, Little River, Victoria, Australia

1939 Waco AGC-8, NC66206

Silver Age (1928-1936) Outstanding Open-Cockpit BiplaneDavid Allen, Elbert, Colorado

1930 Waco Biplane, NC662Y

Silver Age (1928-1936) Runner-UpLawrence D. Buhl Jr., Harbor Springs, Michigan

1928 Buhl Airsedan, N5680

Replica Aircraft Champion - Bronze Lindy Ingrid Zimmer, Jefferson, Maryland

1939 Piper J-3P, N20280

World War II Military Trainer/Liaison Aircraft Champion -

Bronze Lindy Dean Maupin, Davenport, Iowa

1942 Waco UPF-7, NC39743

Transport Category Champion - Bronze Lindy Michael Boren, Boise, Idaho

1943 Stinson V77 N743PM

Silver Age (1928-1936) Champion - Bronze Lindy Stanley Sweikar, Dameron, Maryland1929 Fleet 2, NC431K

Antique Reserve Grand Champion - Silver Lindy Walter Bowe, Livermore, California1929 Laird LC-RW300, N4442

Antique Grand Champion - Gold Lindy

Peter Ramm, St. Catharines, Ontario, Canada1937 Lockheed 12A, CFLKD

Classic (September 1945-1955)

Outstanding Beech - Small PlaqueVirgil Johnson, Wellington, Ohio1947 Beech 35, N2786V

Outstanding Cessna 170/180 - Small Plaque

Robert Runkle, Swanton, Ohio1953 Cessna 170B, N3140A

Outstanding Cessna 190/195 - Small PlaqueDave Fisher, Edina, Minnesota1948 Cessna 195, N195PL

Outstanding Ercoupe - Small PlaquePatrician Horn, Waterford, Wisconsin1947 Engineering & Research 415-D, N2231H

Outstanding Luscombe - Small PlaqueJoe Champagne, Fairland, Oklahoma1949 Silvaire Luscombe 8F, N2113B

Outstanding Piper J-3 - Small PlaqueRobert Epting, Chapel Hill, North Carolina1946 Piper J-3C-65, NC92455

Outstanding Piper Other - Small PlaqueCraig Kehrer, Morris, Pennsylvania

1947 Piper J-3C-65, NC3617N

Outstanding Stinson - Small PlaqueGregory Farish, North Gower, Ontario, Canada1947 Stinson 108, CFMVK

standing Swift - Small PlaqueJ & C l R b t K ill T

2012 Vintage Aircraft Association Awards


29/44

Custom Class C (151-235 hp) - Small PlaqueBarbara and Stephen Wilson, Granbury, Texas1948 Temco GC-1B, N3876K

Custom Class D (236-plus hp) - Small Plaque

Vernon Waltman, Austin, Texas1953 Cessna 195, N4495C

Best Custom Runner-Up - Large PlaqueFrank Sublett, Winchester, Virginia1948 Temco GC-1B, N2380B

Class I (0-80 hp) - Bronze Lindy Charles Webb, Fort Worth, Texas1946 Piper J-3C-65, NC70919

Class II (81-150 hp) - Bronze Lindy Richard Harris, West Nyack, New York1947 Cessna 140, NC2350N

Class III (151-235 hp) - Bronze Lindy Larry Woodfin, Lake City, Florida1948 Navion A, N888LW

Class IV (236-plus hp) - Bronze Lindy

William Saloga, Batavia, Illinois1952 Cessna 195, N1LA

Best Custom - Bronze Lindy Andrew George, Groveport, Ohio1948 Cessna 170, N4085V

Reserve Grand Champion - Silver Lindy Dillon Barron, Perry, Missouri1954 Cessna 170B, N1899C

Grand Champion - Gold Lindy Roger Meggers and Darin Meggers, Baker, Montana1950 Piper PA-18, N5410H

Contemporary (1956-1970)

Outstanding Beech Single Engine - Outstanding in TypeJohn Nazarenko, Leduc, Alberta, Canada1957 Beech Bonanza H35, CFTAA

Outstanding Cessna 170/172/175 - Outstanding in TypeChris Demopoulos, Dyer, Indiana1966 Cessna 172H, N3832R

Outstanding Cessna 180/182/210 - Outstanding in TypeRobert Johnson Rochester Hills Michigan

Outstanding Piper PA-22 Tri-Pacer - Outstanding in TypeDavid Sterling, Trempealeau, Wisconsin1957 Piper PA-22-150, N6929D

Outstanding Piper PA-28 Cherokee - Outstanding in TypeDale Phillips, Westfield, North Carolina1969 Piper PA-28-180, N6428J

Preservation Award - Outstanding in TypeStephanie Allen, Mukilteo, Washington1969 Cessna 172K, N78797

Class I Single Engine (0-160 hp) - Bronze Lindy Royce Johnson, Clinton, Arkansas1964 Piper PA-18-150, N4106Z

Class III Single Engine (231-plus hp) - Bronze Lindy Jim Gerblick, McCall, Idaho1959 de Havilland DH2, N1959B

Custom Multiengine - Bronze Lindy Jake Minesinger, Troy, Ohio1964 Piper PA-23-250, N5622Y

Outstanding Customized - Bronze Lindy Benjamin Van Kampen, Wichita, Kansas1957 Piper PA-22-160, N1238V

Reserve Grand Champion - Silver Lindy George Campbell, Aubrey, Texas1964 Cessna 310, N8013M

Grand Champion - Gold Lindy Douglas Nealey, South Barrington, Illinois1966 de Havilland DHC-2 MK III, N94DN


30/44

These Cub anniversary items were a hugehit at AirVenture 2012. For a short time wehave a limited number of 75th Anniversary caps andduffl es available. This duffl e won’t get lost in your airplane, it’s beautifulcolor stands out. Embroidered logos on both sides of bag. Cap has threebeautifully embroidered logos.

Cap 5266 8285 00000 $15.99* Duffel 5266 8286 00000 $19.99*

Cub Anniversary Merchandise

Travel MugsVacation, here we come! These mugs have a wonderful soft texture, smooth,but not slippery. Curved in at the middle for a good grip.

5266139000061 Blue

5266139000051 Green

5266139000031 Orange

5266139000020 Red

5266139000011 Pink

$13.99*

Aeronautical JacketPerfect for men and women to wear depicting asectional chart. Simply tuck this light weight jacketin the airplane and you are ready for any weather.

5266341503000 MD

5266341504000 LG

5266341505000 XL

5266341506000 2X

$44.99* SALE $26.99*


31/44

www.shopeaa.com/vaa

Telephone Orders: 800-843-3612 From US and Canada (All Others Call 920-426-5912)

*Shipping and handling NOT included. Major credit cards accepted.

WI residents add 5% sales tax.

Grey-Adult size 9-11 5266140703091

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Lavender-Adult size 9-11 5266140703070

Lavender -Adult size 10-13 5266140704070

Socks for AdultsComfortable socks depictingaviation will keep your feetwarm and aviation dressed

right down to your feet.

$10.99*

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Men’s JacketLightweight cotton M-65 Jacket inKhaki. Hood zips into collar. Pocketsare plentiful!

5266177702082 SM

5266177703082 MD

5266177704082 LG

5266177706082 2X

Shaped PuzzleFor a great challenge this 750 piece puzzle is notrectangular, it is shaped like an airplane!

5266770300000

Crystal Studded CapsThe classic Cub is placed on thefront in crystals.

Yellow Cap 5266713600000

Gold Cap 5266713700000

$59.99*

SALE

$35.99*

THE Vintage


32/44

We have explored aircraft fabric covering from the begin-ning and have traced the coatings used to shrink and seal thecloth. We have moved forward to a time when new syntheticprocesses began to replace the old Grade A and Irish linencovering methods. Requirements for fabric covering movedthrough the government bureaucracy starting with the Aero-nautics Branch of the Department of Commerce, into the

Bureau of Aeronautics, the CAA, and nally the FAA. By thetime new synthetic processes appeared, developers had todeal with the FAA and its bureaucratic nightmare.

But rst one last look at the nishing process for Grade Acotton fabric in WWII. Illustration 1 is Stearman Aircraft Di-vision of the Boeing Airplane Company Report No. A75N1-9000, dated January 6, 1941, on the model N2S-1, N2S-2,and N2S-3 airplanes manufactured for the U.S. Navy Depart-ment, Bureau of Aeronautics Contract No. 74807.

It is not my intent here to detail how to use each of thecurrent synthetic fabric processes but rather to exposecommon threads that can be applied to all methods. Letus begin this discussion with the fabric, which is commonto all processes, which is unshrunk Dacron woven cloth. Inprevious columns we have discussed the eff ects of ultravio-let (UV) radiation damage to Grade A cotton fabric and de-

tailed a test by Ray Stits that is contained in the Poly-FiberProcedure Manual. Illustration 2 shows the complete testresults as taken from the manual. Note that heavy- andmedium-weight Dacron was reduced to just 15 percent oforiginal strength with exposure of 13 months to the UV ra-diation from our sun.

From these tests one can conclude:

• If there is not enough UV blocking material applied toGrade A and Dacron cloth, degradation of strength will oc-

cur, probably at a slow rate dependingon how light the coatings were applied.

• If there are significant cracks inthe coatings that expose laments di-rectly to the sun and UV radiation.

• If there are large areas where coat-ings have peeled from Dacron materialthus exposing area(s) to UV radiation.

Terefore, one can conclude that theapplication of UV blocking material isof the utmost importance. A methodto check for integrity of coatings thatblock UV radiation is to shine a brightlight inside the fabric covering and see

BY ROBERT G. LOCK

Aircraft fabric covering, Part 3

THE VintageMechanic

ing material Here I am using an HVLP spray gun attached


33/44

shine a bright ashlight against the top surfaces checkingfor light transmitting through the UV blocking material. Ilook closely at fabric attachment to structure, particularly if

ing material. Here I am using an HVLP spray gun attachedto a 2-gallon pressure pot.

Tere were two “eld” testers that measured the strengthof fabric; however, the most reliable is a laboratory pulltest. Te oldest fabric tester was the Seyboth that punched

a hole in the fabric surface. It read in color bands of red,orange, yellow, and three bands of green. Red band = 56pounds or less, orange band = 56+ pounds, yellow band = 60pounds, rst green band = 68 pounds, second green band= 72 pounds, third green band = 80+ pounds. Te Seyboth

ILLUSTRATION 2

ILLUSTRATION 3

by the Twining Lab in Fresno Califor-


34/44

fabric tester was made by the Langley Corporation, San Di-ego, California. It was calibrated for Grade A cotton fabriconly and was not intended to be used as a universal mea-

suring device for other fabrics or nishes. It probably wouldnot be used as a eld-test instrument for determining fab-ric strength because it was replaced by the Maule tester.

Te Maule fabric tester shown in illustration 4 was de-signed to test in-service fabric on structures causing as littledamage to the surface as possible. When testing fabric the

by the Twining Lab in Fresno, California. Note how accurate the readingsare. Te minimum deteriorated fabricstrength for a 7AC is 46 pounds perinch warp and ll. When testing fabric

always test on the top surface in thedarkest color because that is wheredeterioration will be the greatest. Re-call Ray Stits raw fabric test; deteri-oration was the greatest on the topsurface and less on the bottom sur-face. Tese three samples indicate thefabric is still airworthy.

I recall sending Twining three

samples of new raw Dacron cloth fortensile testing. The first sample wasCeconite 101 (3.6 ounce per squareyard), and it pull tested more than 150pounds per inch and a notation wasmade that the fabric tester read 150pounds maximum and it failed abovethat amount. Te second sample was

Ceconite 103 (2.6 ounces per squareyard and a suitable replacement forthe old intermediate Grade A cottonfabric), and it pull tested 97 poundsper inch. Te third sample was adver-tised as Dacron cloth for experimentalaircraft only, and it pull tested around75 pounds per inch as I recall. How-ever, Twining noted that the fiberspulled apart rather than breaking. I just removed Ceconite 101 fabric cov-ering from my Aeronca 7AC that hadbeen in place since 1971. I intend tohave a couple samples pull tested just

to see what the value is after more than 38 years of service.I expect to nd it still good because it had eight cross coatsof silver dope applied over six c oats of clear nitrate dope

when I covered it back in 1971. I llustration 5 details the re-sults of a fabric pull test under laboratory conditions on my Aeronca Champ when it was rst done in 1964.

When aircraft woven fabric cloth is pull tested the sam-ple must measure 1 inch wide and 6 inches long, and thepull must be directly along the bers, not across them. Tis

ILLUSTRATION 4

and the NITE came from copying Bill Lott’s Eonite process


35/44

age. If the fabric must be tested, start by using a Maule tes-ter, keeping the pull test as a last resort because of repairsneeded to patch holes.

All synthetic fabric processes carry an FAA issued supple-mental type certificate (STC). However if a newly manu-factured aircraft is covered with a synthetic fabric, the STCissue does not apply because the fabric type is part of itstype certificate. If an aircraft was originally covered withGrade A cotton fabric and is re-covered with a synthetic, itis a major alteration to its original TC. Tat is where the STCts into the picture as the STC allows the owner/mechanicto alter the original TC without gaining FA A eld approval.

Some of the early processes have been withdrawn: Eo-nex, Eonite, and Razorback come to mind. I once covered

a Beech D-17S with Eonex and covered my Fairchild PT-19fuselage with Razorback, but have done the most work withCeconite and Poly-Fiber. Razorback used a treated light-weight berglass cloth lled by spraying butyrate dope untilthe fabric tautened and was lled. It was prone to pinholes,and in cold wet weather would loosen and wrinkle, but

and the NITE came from copying Bill Lott s Eonite processname. Anyway, the Ceconite process using nitrate and bu-tyrate dope is still around.

Synthetic fabric should always be repaired by followingthe instructions included in the procedure manual that, in

some cases, refers back to AC43.13-1B. Of course, the me-chanic making the repair will have to determine whetherthe size of the damaged area is a minor or a major repair.Terefore the repair could be a logbook entry or would re-quire an FAA Form 337.

This will end our discussion of aircraft fabric covering.We have traced aircraft fabric covering from the early daysof WWI to the present and in doing so have uncovered somevery interesting tidbits of forgotten data and techniques.

Hopefully there are some points made that will make lifearound fabric aircraft a little easier, particularly the inspec-tion of fabric surfaces.

May 2009 RGL

AERO CLASSIC“COLLECTOR SERIES”

Vintage Tires New USA Production

Show off your pride and joy with afresh set of Vintage Rubber. Thesenewly minted tires are FAA-TSO’dand speed rated to 120 MPH. Somethings are better left the way they

were, and in the 40’s and 50’s, these tires were perfectly in

tune to the exciting times in aviation.Not only do these tires set your vintage plane apart fromthe rest, but also look exceptional on all General Aviationaircraft. Deep 8/32nd tread depth offers above averagetread life and UV treated rubber resists aging.

First impressions last a lifetime, so put these jewels on and

ILLUSTRATION 5

REFERENCES:Poly-Fiber Procedure Manual dated April 1998 by Jon

GoldenbaumStearman Aircraft Division, Report No. A75N1-9000 dated

June 6, 1941 AC43.13-1B, Change 1


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First, an announcement.

As VAA moves forwardwith plans to revise thecontent and appear-ance of Vintage Airplane

magazine, the Mystery Plane columnwill come to an end with the publica-

it seemed the number of Myst ery

Planes available that were not weirdone-off airplanes from the 1920s and’30s was quickly dwindling.

But about the time I would hear thestone hit bottom when I tossed it in the“Mystery Plane well,” a few more would

among Vintage Airplane’s most ardent

contributors. My thanks to each and ev-ery one of you. I’m glad I was able to puta little more fun in each of your months.

So without further ado, here’s partof the first answer for the July MysteryPlane, sent to us by one of our earliest

MYSTERY PLANE

by H.G. FRAUTSCHY

J ULY ’ S M Y S T E RY A N S WE R

The specific aircraft pictured as the July Mystery Plane was NC463M, serial No. 7, and it was oper-

ated by Gorst Air Transport between Seattle and Bremerton, Washington.

1930, they carried 60,000 passengers.


37/44

two-place front cockpit. Te production

planes were powered by a 185-hp six-cylinder Curtiss R-600 Challenger en-gine, which was a two-row radial enginewith three cylinders per row. Te vibra-tions from the Challenger engine report-edly plagued the Sea Rover with failures

Pacific Air Transport (PAT), which he

operated from 1926-28, until he soldthe company to William Boeing. Previ-ously, he had been a bus operator fromOregon. After selling PAT, Gorst estab-lished a short-lived airline to carry air-mail from Seattle to Alaska. On June

The crossing took six minutes, with atwo-minute turnaround. Later, Wal-ter Varney became the company direc-tor. When the San Francisco-Oakland

Bay Bridge opened in 1936, the ser-vice ended. After several unsuccessfultries at establishing new airlines, Gorsteventually returned to Oregon wherehe passed away in 1953.

“The original Eastman E-2, knownas the Beasley-Eastman, was designedby James H. Eastman and Tom Towle.P.R. Beasley, a Detroit businessman,

served as nancier. Te prototype hadan empennage supported by outriggerstruts and was powered by an Anzaniengine, which was later changed to a110-hp Warner Scarab. Production air-craft had full-length hulls and CurtissR-600 six-cylinder Challenger radialengines of 170-185 hp.

“The strut arrangement of the bi-plane wings was somewhat unique inthat a large vee strut ran from the up-per wing to the hull. N-struts servedas the outer interplane struts, whilethe central engine and nacelle weresupported by several inclined strutsattached to the upper hull. The hori-zontal stabilizer was supported with

N-struts, and the vertical rudder hadan aerodynamic balance. The lowerwing was much smaller than the upperand almost qualied as a sesquiplane.

“Te hull was a mix of ash and spruceconstruction covered by Alclad alumi-num sheeting screwed to the hull. Thewing spars were spruce and plywood box

beams with plywood truss ribs. Te lead-ing edges were covered with Dural sheet,and the entire structure covered withfabric. Ailerons were fitted to the up-per wings only, and small wingtip oatswere tted to the lower wings.

Sea Rover NC463M being pulled from the water by a fire boat after the

pilot named “Sparky” dug a wing into the water and flipped the air-

plane over.


38/44

vertical rudder by a spring-loaded at-tachment. All controls were operated bystranded steel cable.

“Sixteen E-2s were built by theEastman Aircraft Corp. at Detroit,Michigan, Edward S. Evans servingas company president and James H.

Eastman as chief of engineering. CarlB. Squier was in charge of sales, butin 1930 Evans was succeeded by Bea-sley as company president, and Carl S.Betts became the sales manager.

“Two cockpits were built into thehull, the front cockpit normally serv-

ing for one or two passengers, the pilotsitting in the aft cockpit. Dual controlscould be tted, and kapok-lled leatherseat cushions doubled as life preserv-ers. The original price was $8,750,which was increased to $9,985 beforebeing cut to $6,750 by March of 1931.

A pneumatic Heywood starter was t-ted to the engine, and the metal propel-ler was ground-adjustable. A first aidkit and fire extinguisher was carried,and air and water navigation lightswere tted.

Specifications

Upper wingspan 36 feet 0 inches

Lower wingspan 20 feet 8 inches

Length overall 26 feet 3 inches

Height 8 feet 9 inches

From the pages of a brochure for the Eastman, we have these fanciful illustrations depicting its operations far

from where it became the most famous, the deep interior of Canada.

VINTAGE“If I may, Vergne Centennial ‘Vern’

G (18 A 1876 1953) iA Six-Cylinder Radial?


39/44

EMPLOYMENT Established Midwestern company seeking

seasoned lA with leadership experience.

C a n d i d a t e m u s t h a v e a n e x t e n s i v e

ba c k g ro un d i n h a n d s -o n re s to ra t i o n

activities, be able to manage large projects

and be skilled in business development. Our

restoration business is unique and requires

extensive experience with vintage andWarbird type aircraft. Send resume and salary

requirements to [email protected]

MISCELLANEOUSw w w . a e r o l i s t . o r g , Av i a t i o n s ’ L e a d i n g

Marketplace.

Wood and Fabric A&P Technician—Looking

for a specialist with experience in historic

Wood and Fabric airplanes for restoration and

maintenance of existing airplanes at major

museum (www.MilitaryAviationMuseum.

org ) in the resort city of Virginia Beach. Must

have experience in building replica airworthy

World War One aircraft. For information call

(757) 490-3157 or email to [email protected]

VINTAGETRADER

Someth i ng to buy,

se l l , o r t rade?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

r ight to rejec t any advert is ing in confl ic t with

its policies. Rates cover one insertion per issue.Classified ads are not accepted via phone. Payment

must accompany order. Word ads may be sent via fax

(920-426-4828) or e-mail ([email protected] ) 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.

butter,’ bearing an Ozark Airlines logo.At the time, these were being sold by

Gorst (18 August 1876–1953) was quitethe character. A rather interesting biog-raphy can be found at www.AirportJour-nals.com/Display.cfm?varID=0412029.

“While I have no doubt many of yourreaders will provide you with ample de-tails on the Sea Rover and its deriva-tive, the Model E-2A Sea Pirate, some ofthem may not know that ve Sea Rov-ers were put on the Canadian civil air-craft register. All ve were bought andregistered by H. Tyrer of Toronto, On-tario, in June 1932.

“CF-AST (serial no 8 - ex NC474M)was sold to Columbia Development of Atlin, British Columbia (BC), in April1933. It was withdrawn from use atsome point—possibly during the Sec-ond World War. CF-AST’s certicate ofregistration lapsed in September 1945.Its fate is unknown.

“CF-ASU (serial number 12 - exNC467M) was sold to L.W. Staplesof Carcross, Yukon, and registered inMarch 1934. It was damaged beyondrepair in June 1936.

“CF-ASV (serial number 15 - exNC470M) was sold to J. MacConnachieof Anyox, BC, and registered in Novem-ber 1932. Its certicate of registration

lapsed in October 1935. CF-ASV was instorage in Alice Arm, British Columbia,as late as 1939. Its fate is unknown.

“CF-ASW (serial number 16 - exNC471M) was also sold to J. MacConnachie and registered in November1932. W.K. Sproule of Vancouver, BC,bought it and registered it in A pril

1934. CF-ASW was damaged beyondrepair in May 1937. Its remains wereleft on site, in Howe Sound, BC.

“CF-ASY (serial number 17) was alsosold to Columbia Development—andregistered—in April 1933. Even though

yBy Wes Smith

The Curtiss R-600 Challenger enginewas one of the few six-cylinder radi-

als to be mass-produced. The nominalhorsepower rating was 170 hp at 1800rpm. The low-compression version hada compression ratio of 4.9:1, and thehigh-compression version had a ratioof 5.25:1. The overall length was 42-5/32inches, with a diameter of 42.625 inches.The bore was 5.125 inches, and the stroke

was 4.875 inches—the total displacementactually being 603 cubic inches. The dryweight without starter was 420 pounds,and the lubrication was supplied bypressure and scavenging pumps. TwoScintilla magnetos supplied the ignitionto two B.G. 1XA spark plugs in each cyl-inder. A two-barrel Stromberg NA-U4-

J carburetor was used, and accessoriesincluded an engine-driven fuel pump,a propeller hub, starter/generator gunsynchronizer, and tool kit. The crank-shaft was a two-throw balanced affairwith two master rods, each fitted withshort H-section link rods. Ribbed alu-minum alloy pistons were used, and thecarburetor barrels were heated with ex-haust, a valve being used to regulate theheat flow. Cast aluminum cylinder headswere screwed and shrunk to forged steelcylinder barrels. The rocker boxes wereintegral with each cylinder head, twosilchrome valves being used per cylinderand seated on bronze seats, each valvebeing operated by conventional push-rods. The crankcase was split on the cen-terline of the front cylinder row.

WELCOME, NEW EAA VINTAGE ASSOCIATION MEMBERS


40/44

Barry Ackerman . . . . . . . . . . . . . . . . Coshocton, OhioMorgan Araldi . . . . . . . . . . . . Fort Lauderdale, FloridaChristopher Atwell . . . . . . . . . . . .Windermere, FloridaRonald Baker . . . . . . . . . . . . . . . . . Albany, New York

James Baker II . . . . . . . . . . . . . . . Hallettsville, TexasDolly Bambas . . . . . . . . . . . . . . . . Spring Hill, FloridaMartin Baum . . . . . . . . . . . . . . . . . . . . . Tyler, TexasRichard Bender . . . . . . . . . . . . .Williamsburg, VirginiaWayne Bissett . . . . . . . . . . . . . . . . . . Midland, TexasLee Borchers . . . . . . . . . . . . . . Independence, OregonBlair Bouchier . . . . . . . . . . . . . . . . .Taos, New MexicoAndrew Bowman . . . . . . . . Harbor Springs, MichiganKevin Boyette . . . . . . . . . . . . . . . . . . . . Jasper, TexasBruce Brown . . . . . . . . . . . . . Birmingham, AlabamaLarry Buhl . . . . . . . . . . . . . Harbor Springs, MichiganWarren Caldwell . . . . . . . . . Oklahoma City, OklahomaDiana Carlson . . . . . . . . . . . . . . . . . .Dundee, FloridaMicheal Carter . . . . . . . . . . . . . . . . . Marengo, IllinoisCameron Carter . . . . . . . . . . . . . . . Wapakoneta, OhioWilliam Cavanaugh . . . . . . . . . . Coral Springs, FloridaTed Cekinovich . . . . . . . . . . . . . . Park Hill, OklahomaCraig Christilaw . . . . . . . . . . . Grand Haven, MichiganLeonard Cobb . . . . . . . . . . .Cottonwood Heights, UtahLloyd Como . . . Williams Lake, British Columbia, CanadaSteve Cukierski . . . . . . . . . . . . . . .Neenah, WisconsinCarl Daniel Jr. . . . . . . . . . . . . . . . . . . . .El Paso, TexasFrancis Davey . . . . . . . . . . . . . . . Norwood, New YorkBen Davidson . . . . . . . . . . . . . . . .Hood River, OregonCurt Debaun . . . . . . . . . . . . . . . .Terre Haute, IndianaRaymond Debs . . . . . . . . . . . Gig Harbor, WashingtonJames Deininger . . . . . . . . . . . . . . . Gibsonburg, OhioPeter Deloof . . . . . . . . . . . . . . .Manchester, MichiganIan Dewhirst . . . . . . . . . . . . . Ottawa, Ontario, CanadaDebbie Dreher. . . . . . . . . . . . . . Westfield, New JerseyAmy Dumais . . . . . . . . . . . . . . . . . . .Orlando, Florida

Kenneth Eckel . . . . . . . . . . . . . .Hernando, MississippiWallace Edwards . . . . . . . . . . . . . . . Willard, MissouriRobert Epting . . . . . . . . . . Chapel Hill, North CarolinaRoss Ernest . . . . . . . . . . . . . . . . . . . . Cincinnati, OhioMatt Essmann . . . . . . . . . . . . . Brownsville, WisconsinThomas Ferraro . . . . . . . . . . . . . . . . .McKinney, TexasJames Finley . . . . . . . . . . . . . . . Destrehan, LouisianaDuane Fischer . . . . . . . . . . . . . . . . . Lebanon, IllinoisDave Fisher . . . . . . . . . . . . . . . . . . . Edina, MinnesotaBill French . . . . . . . . . . . . . . . . Chesterfield, Missouri

Richard Friedman . . . . . . . . . . . . . . . Wichita, KansasJack Frost . . . . . . . . . . . . . . . . . . Goodrich, MichiganScott Furstenberg. . . . . . . . . . . . . . .Omaha, NebraskaAndrew George . . . . . . . . . . . . . . . . . Groveport, OhioWilliam Glave . . . . . . . . . . . . . . . . .Hartfield, VirginiaKent Gorton . . . . . . . . . . . . . . . Locust Grove, GeorgiaMichael Grant Greenfield Indiana

Michael Hughes . . . . . . . . . . Calmar, Alberta, CanadaHugh Hunton . . . . . . . . . . . . . . . . . Mansfield, TexasChris Imrie . . . . . . . . . . . . . Toronto, Ontario, CanadaWallace Ingraham . . . . . . . . . .Fond du Lac, Wisconsin

Kim Loanidis . . . . . . . . . . . . . . . Carmichael, CaliforniaLawrence Jenkins . . . . . . . . . . .Hernando, MississippiRobert Johnson. . . . . . . . . . . . . . .Keystone, ColoradoRobert Johnson. . . . . . . . . . .Rochester Hills, MichiganRoyce Johnson . . . . . . . . . . . . . . . . Clinton, ArkansasSamuel Johnston . . . . . . . . . . . .Spring Grove, IllinoisCraig Kehrer . . . . . . . . . . . . . . . Morris, PennsylvaniaJames Keller . . . . . . . . . . . . . . . . . . . . . Canton, OhioJeffrey Keyt . . . . . . . . . . . New Providence, New JerseyWilliam Kientz . . . . . . . . . . . . . Chesterfield, MissouriTim Kroeze . . . . . . . . . . . . . . . . . .Cedar Rapids, IowaMichael Langston . . . . . . . . .Sherman Oaks, CaliforniaRaymond Latham . . . . . . . . . . . . . Counce, TennesseeTed Leach . . . . . . . . . . . . . . . . . . .Springfield, IllinoisJames Leifheit . . . . . . . . . . . . . . . . . Big Rock, IllinoisWayne Lemkelde . . . . . . . . . . . . . . . . . Crowley, TexasMichael Leone . . . . . . . . . . . . .Collinsville, OklahomaDavid Lewis . . . . . . . . . . . . . . . Alexandria, LouisianaSam Lipscomb . . . . . . . . . . . . Commerce City, ColoradoBrian Locascio . . . . . . . . . . . . . . . Orland Park, Illinois Valentina Lopez-Firewalks . . . . . . . . Pueblo, ColoradoTroy Macvey . . . . . . . . . . . . . . . . . . . .Milan, IndianaAbbey Manalli . . . . . . . . . . . . Milwaukee, WisconsinGlen Marshall . . . . . . . . . . . . . . . . Capitola, CaliforniaMark McCasland . . . . . . . . . . . . .Kansas City, MissouriRoger Meggers . . . . . . . . . . . . . . . . . Baker, MontanaDanny Metz . . . . . . . . . . . . . . . . . Brighton, ColoradoJake Minesinger . . . . . . . . . . . . . . . . . . . . Troy, OhioKim Moody . . . . . . . . . . . . . . . .Interlochen, MichiganCharles Mott . . . . . . . . . . . . . . . .Chesapeake, VirginiaDrew Myers . . . . . . . . . . . . . . . . . .Lexington, Illinois

John Nazarenko . . . . . . . . . . . Leduc, Alberta, CanadaRyan Newell . . . . . . . . . . . . . . . . . . . Massillon, OhioMichael Nolan . . . . . . . . . . . . Chevy Chase, MarylandRussell Olson . . . . . . . . . . . . . . . . . . . . Garner, IowaStephen Otis . . . . . . . . . . . . . . . McAlester, OklahomaSteve Palauskas . . . . . . . . . . East Windsor, ConnecticutLori Palauskas . . . . . . . . . . . East Windsor, ConnecticutDavid Patterson . . . . Saskatoon, Saskatchewan, CanadaDale Phillips . . . . . . . . . . . . Westfield, North CarolinaGary Piper . . . . . . . . . . . . Hendersonville, Tennessee

Joyce Pipkin . . . . . . . . . . . . Columbia, South CarolinaMichael Quinn . . . . . . . . . . Matthews, North CarolinaSarah Ratley . . . . . . . . . . . . . . . . . . Leawood, KansasJeff Rayden . . . . . . . . . . . . . . . . . . Encino, CaliforniaRobert Redman. . . . . . . . . . . . . . . . . . Troy, MichiganPatricia Reilly . . . . . . . . . . . Nepean, Ontario, CanadaHerb Reiskin Hollywood Florida

STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by 39 U.S.C. 3685).1 Title of Publication: Vintage Airplane 2 Publication No :062-750 3 Filing Date: 9/25/12 4


41/44

Stephanie Stephenson . . . . . .Kingsville, MissouriFrank Swinehart . . . . . McElhattan, PennsylvaniaMeredith Tcherniavsky . . . . . Rockville, MarylandAaron Tobias . . . . . . . . . . . . . Clearwater, Kansas

David Walen . . . . . . . . . . . . .Hill City, MinnesotaJames Wall . . . . . . . . . . . . . Carbondale, IllinoisSteven Ware . . . . . . . . . . . . . . Lonoke, ArkansasPhyllis Warner . . . . . . . . . . Fort Wayne, IndianaCharles Webb . . . . . . . . . . . . . Fort Worth, TexasPatrick Webb . . . . . . . . Spring Valley, MinnesotaJames Weckman . . . . . . . Hutchinson, MinnesotaNate Weinsaft . . . . . . . . Waltham, MassachusettsElliot Weiss . . . . . . . . . . . . . . . . . . Fresno, TexasKen Whittemore . . . . . . . Fredericksburg, VirginiaBruce Willan . Pymble, New South Wales, AustraliaBob Williams . . . . . . . . Navan, Ontario, CanadaStephen Williams . . . . . . . . Georgetown, MaineMichael Williams . . . . . . . . . . . . Atlanta, GeorgiaMike Wilson . . . . . . . . . . . . Everett, WashingtonKeith Wilson . . . . . . . . . . Los Lunas, New MexicoMark Woodard . . . . . . Hookstown, PennsylvaniaIngrid Zimmer . . . . . . . . . . . Jefferson, MarylandJames Zuelsdorf . . . . . . . . . Mayville, Wisconsin

Hobart Bates . . . . . . . . . . . . . . Dexter, MichiganGeorge Carney . . . . . . . . . . . . . . . . Lisle, IllinoisDaniel Cullman . . . . . . . . . . . Kent, WashingtonTim Fox. . . . . . . . . . . . . . . .Fort Wayne, IndianaJoAnne Fox . . . . . . . . . . . . . Fort Wayne, IndianaPickens Freeman . . . . Lake Wylie, South CarolinaShane Grass. . . . . . . . . . . . . Monterey, California

Donis Hamilton . . . . . . . . . . Paragould, ArkansasLarry Harmacinski . . . . Cornelius, North CarolinaEric Hertz . . . . . Parnell, Auckland, New ZealandJeffrey Muhlenkort. . . . . Beresford, South DakotaRichard Parsons . . . . . . . . . .Big Pine Key, FloridaKevin Pullum. . . . . . . . . . . . . . Goddard, KansasWar Reese. . . . . . . . . . . Waynesboro, TennesseePaul Roth . . . . . . . . . . . . . . Fort Wayne, IndianaRobert Siegfried . . . . . . . .Downers Grove, Illinois

1. Title of Publication: Vintage Airplane 2. Publication No.:062 750. 3. Filing Date: 9/25/12. 4.Issue Frequency: Monthly. 5. No. of Issues Published Annually: 12. 6. Annual Subscription Price:$36.00 in U.S. 7. Known Offi ce of Publication: EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh,WI 54903-3806. Contact Person: Kathleen Witman, Telephone: 920-426-6156. 8. Headquartersor General Business Offi ce of the Publisher: Same as above. 9. Publisher: Rod Hightower. EAA,3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Editor: Jim Busha, c/o EAA, 3000

Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Managing Editor: None. 10. Owner:Experimental Aircraft Association, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. 11. Known bondholders, mortgagees, and other security holders owning or holding 1percent or more of total amounts of bonds, mortgages or other securities: None. 12. Tax Status:Has Not Changed During Preceding 12 Months. 13. Publication Title: Vintage Airplane. 14. Issuedate for circulation data below: September 2012. 15. Extent and Nature of Circulation (AverageNo. Copies Each Issue During Preceding 12 Months/ No. Copies of Single Issue Published Nearest toFiling Date): a. Total No. of Copies Printed (6,851/6,460) b. Paid Circulation (By Mail and Outsidethe Mail): 1. Mailed Outside-County Paid Subscriptions Stated on PS Form 3541 (Include paiddistribution above nominal rate, advertiser’s proof copies, and exchange copies) (5,830/5,693).2. Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above

nominal rate, advertiser’s proof copies, and exchange copies) (0/0). 3. Paid Distribution Outsidethe Mails Including Sales Through Dealers and Carriers, Street Vendors, Counter Sales, and OtherPaid Distribution Outside USPS (341/328). 4. Paid Distribution by Other Classes of Mail Throughthe USPS (e.g., First-Class Mail) (60/60). c. Total Paid Distribution (Sum of 15b (1), (2), (3), and(4)) (6,231/6,081). d. Free or Nominal Rate Distribution (By Mail and Outside the Mail): 1. Free orNominal Rate Outside-County Copies Included on PS Form 3541 (0/0). 2. Free or Nominal Rate In-County Copies Included on PS Form 3541 (0/0). 3. Free or Nominal Rate Copies Mailed at Other ClassesThrough the USPS (e.g. First-Class Mail) (17/5). 4. Free or Nominal Rate Distribution Outside the Mail(Carriers or other means) (401/173). e. Total Free or Nominal Rate Distribution (Sum of 15d (1), (2), (3),and (4) (418/178). f. Total Distribution (Sum of 15c and 15e) (6,649/6,259). g. Copies not Distributed(See Instructions to Publishers #4 (page #3))(202/201). h. Total (Sum of 15f and g) (6,851/6,460).i. Percent Paid (15

vintage airplane - oct 2012

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