GEOFF ROBISON PRESIDENT VINTAGE AIRCRAFT ASSOCIATION

Thoughts to start the VAA in 2007 If your holidays were half as wondershy

ful as mine were you had a great holshyiday season My family has for what seems like forever always been a milshyitary family This past holiday season was the first I can remember in quite some time when everyone was actually home for Christmas

As thankful as I am for that I cannot help but think of all the skirmishes goshying on around this world and Im cershytain a lot of you have family members out there on the line It is important that we always remember they are pershyforming important responsibilities that are absolutely critical to those of us who remain on the home front enjoying all of our freedoms on a daily basis Many thanks to all of you who have served as well as those who are out there servshying your country now We wish you all the very best and we are hopeful your loved ones are safe and they make it home soon

Speaking of freedoms even though this country is one of if not the most fortunate when it comes to personal freedoms none of us are in the mood these days to give any of them up You have heard me state many times before that we need to always be on our best game when we operate our flying mashychines in todays world of challenging airspace all over this country Most reshycently I have heard from many of my aviation friends as well as a number of VAA members who are seriously conshycerned about the future of recreational aviation in this country

My consistent response has always been to remind everyone of them that this is one of our dearest freedoms we possess today and it is clearly our reshysponsibility to stand firm and do our

very best out there every day we fly This freedom is ours to lose If we take it for granted sooner or later it can be severely modified and even possibly eliminated Personally for me I will never forget the feelings and emotion I experienced on September 12 200l When I went out to the hangar that afshyternoon I knew full well I was going noshywhere that day in my personal flying machine It is my sincere hope that we never have to experience similar emoshytions ever again

On a lighter note it was one year ago this month that we launched an exshypanded Vintage Airplane magaZine You may recall we added 12 pages of conshytent to the magazine Well now we are happy to announce yet another positive enhancement starting this month you will begin to enjoy full color throughshyout the 44 pages of Vintage Airplane for the first time in its history We fully recshyognize the fact that our magazine repshyresents and reveals the true identity of our association and its membership so we pledge to continue in our efshyforts to see this publication grow along with the memberships expectations It is important here that I recognize the exceptional efforts of the VAA boards magazine committee Special thanks to Wes Schmid Gene Chase Steve Krog Dean Richardson and its newest memshyber Susan Dusenbury for their valued assistance and guidance to the VAA exshyecutive board and to our editor HG Frautschy Im sure he joins me in exshypressing our appreciation of your efforts You bet-HCF1 Dont forget if you have a suggestion or a comment regardshying this most visible of VAA member benefits were always ready to listen

Are you active in an EAA or VAA chapshy

ter in your area If you haven t taken the time to engage yourself in chapter activities you really should make the efshyfort to be a part of something that is ofshytentimes quite rewarding We know for certain that a good number of our VAA members are people who we refer to as enthUSiasts or non-aircraft owners Start your new year out right and look up the contact information for a chapshyter near you wwwEAAorgchapterchapshyter_locatorhtml

Vintage Chapter 37 has now moved into its new hangar at the De Kalb County Airport (GWB) in Auburn Indishyana The building committee has been busy designing and procuring materials for the construction of our new chapter house within the hangar facility Hopeshyfully by the time you read this conshystruction will be well underway

The cold weather in these parts has us currently focusing on getting the hangar heated The good news is that we have procured the appropriate heating deshyvices so we can begin planning some winter activities inside a heated hangar No reason to wait for the last minute right Oh well sometimes progress is painful Look us up if youre in the area

Remember now is the time to begin planning your journey to EAA AirVenshyture We promise you an experience unshymatched anywhere else in aviation

EAA AirVenture Oshkosh 2007-The Worlds Greatest Aviation CelebrationshyComing July 23-292007

VAA is about participation Be a member Be a volunteer Be there

Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all

A~

JANUARYN E VOL 35 No 1 2007

CONTENTS IFC Straight amp Level

Thoughts to start the VAA in 2007 by Geoff Robison

2 VAA News

4 2006 VAA Hall of Fame Charlie Harris

7 Restoration Corner Fabrics and finishes and the installation thereof by Dip Davis

13 Lineboy An airmail beacon lights the way to an aviation career by Ev Cassagneres

16 A Stalwart Survivor From the Golden Age The Kinner Sportster Model B by Sparky Barnes Sargent

22 The First Clipwing Taylorcraft Little Poopdeck by Paul Poberezny with HG Frautschy

26 Type Club List

31 Books of Vintage Interest by Sparky Barnes Sargent

34 The Vintage Instructor The New York VFR corridor accident by Doug Stewart

36 Mystery Plane by HG Frautschy

38 Calendar

39 Classified Ads

COVERS FRONT COVER The 1925 Kinner Sportster B is one of the rarest of antique airplanes This fine

example was restored ovef a 22middotyear period by Bob McCorkle of Danbury Connecticut Bob says

only one other Sportster B is flying in Oklahoma Gilles Auliard of Newington Connecticut capshy

tured this shot during the annual AAA Flymiddotln in Blakesburg Iowa

BACK COVER The first clip-wing homebuilt based on the Taylorcraft was Paul Pobereznys Little

Poopdeck seen here in the later winter before Paul was sent to Korea The shortened wings

featured rib spacing that was double that of a stock Taylorcraft wing along with an inverted fuel

system See our story on Little Poopdeck starting on page 22

STAFF EAA Publisher Tom Poberezny Executive DirectorEditor HG Frautschy Adm in istrat ive Assistant Jennifer Lehl Managing Ed itor Kath leen Witman News Editor Ric Reynolds Photography Jim Koepnick

Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Louise Schoenike Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw Display Advertising Representatives

ortheast Allen Murray Phone 856middot220middot7180 FAX 856middot229middot7258 emiddotma il allllllllllrraYreglIillcilprillgcolII

Southeast Chester Baumgartner Phone 727middot532middot4640 fA X 727middot532middot4630 middotmail rballmlllreglIilldlpri llgCOIII

Central Todd Reele Phone 800-444middot9932 FAX 816middot74 1middot6458 emiddotmail todciSpcmiddotlIIagcom

Mountain amp Pacific John Gibson Phone 916middot784middot9593 emiddotmail jollllgiblOllwlsPCmiddotlIIl1gcom

Europe Willi Tacke Phone +498969340213 FAX +498969340214 middotmail willi(lyillgmiddotpagescolII

VINTAGE AIRPLANE

EAA Adds Podcasts to AirVenture Website

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As many people cant wait to get to EAA AirVenture each summer the website has become a year-round destination to discover the latest news and updates for this great event as well as interviews with the people who make it so special each year said EAA President Tom Poberezny

Along with the audio updates web visitors will discover many new inshynovations in the months leading to AirVenture 2007

The first installment of Aiming for Oshkosh features Poberezny discussshying those people already planning their EAA AirVenture 2007 trips He also hints about attractions that will be part of the 55th annual event which will be held July 23-29 at Wittman Regional Airport Last years AirVen shyture drew more than 10000 airplanes and total attendance in excess of 625000

Future audio segments will include comments from EAA staff members and volunteers as well as personalities and newsmakers Lock in wwwAirshyVentureorg for continuous updates

EAA SportAir Lincoln Electric most out of your investment in a TIG Offer 2007 TIG Welding welder Workshops Tuition for the two-and-a-half-day

EAA SportAir Workshops and Linshy workshops is $359 for EAA members coln Electric have teamed up again and $399 for nonmembers For more to offer seven TIG welding workshy information or to sign up for a workshyshops this year at the Alexander shop visit wwwSportAircom or call Technical Center Griffin Georgia 800-967-5746 The courses cover the fundamentals 2007 Worksh op Dates of TIG welding 4130 chromoly tubshy January 26-28 ing stainless steel and aluminum March 9-11 and are taught by Lincolns expert April 13-15 instructors using Lincoln Precision May 18-20 TIG 185 welding units September 7-9

More and more EAAers are using October 19-21 TIG welding to build their aircraft November 16-18 said Charlie Becker director of EAA SportAir Workshops These handsshy FAA Air Tour Final Rule Expected on workshops are the best way to With the Office of Management learn the welding process and get the and Budgets (OMB) long-awaited

JANUARY 2007

review of the new FAA Air Tour Safety final rule completed just beshyfore Thanksgiving 2006 EAA anxshyiously awaited its publication in the Federal Register as this issue went to press FAA took in thousands of overwhelmingly negative comments from the community during a series of public hearings in early 2004 and rewrote the rule

We usually get some sort of an indication as to what a final rule will look like bu t not this time said Earl Lawrence EAA vice president for industry and regulatory affairs We will let EAA members know the content and implications of the new rule when its published in the Fedshyeral Register

EAA contended in its official comshyments submitted on March 11 2004 that FAAs proposed regulashytions were a blanket measure that did not distinguish between various operations or aircraft For examshyple the proposal treated large comshymercial air tour operators the same as private one-aircraft operations such as a person who operates a twoshyplace open-cockpit aircraft for local sightseeing flights

As written FAA went much furshyther than the original congressio shynal mandate requested Lawrence said It would destroy many areas of general aviation that have been created strictly for historic or demshyonstration purposes

EAA and other aviation organiza shytions offered many simple commonshysense recommendations that would meet the congressional mandate en shyhance safety and preserve the ability for many small businesses to conshytinue to operate

For the latest on the new Air Tour final rule visit wwwEAAorg

Aircraft Spruce an EAA Preferred Partner

Arrangements to make Aircraft

AirVentureorg is the most popular source of information for those who flock to Oshkosh each summer as well as thousands who follow the event online Now visitors to wwwAirVenshytureorg can hear all about the approaching Worlds Greatest Aviation Celeshybration in regular Aimshying for Oshkosh audio pod casts

2

Spruce amp Specialty an official EAA Preferred Partner were completed in November at Aircraft Spruce global headquarters in Corona California Orders placed by EAA members usshying the new EAA Visa credit card will receive a discount of up to 10 pershycent from Aircraft Spruce

Our company has partnered with EAA on many programs over the years including Young Eagles and the EAA SportAir Workshops said Jim Irwin Aircraft Spruce president We are pleased now to have the opshyportunity to extend discounts on product purchases to EAA members through the preferred partner proshygram We look forward to continushying to work with EAA to help sport aviation grow through these excelshylent programs

EAA President Tom Poberezny added We value our longstanding relationship with Aircraft Spruce amp Specialty and are pleased to welcome them as our first preferred partner in this credit card program The disshycount is another way EAA makes members participation in aviation easier and more affordable

For more information on the proshygram contact Aircraft Spruce at 951shy372-9555 e-mail infoaircraftspruce com or on the web at wwwAircraftshySprucecom To learn more about the EAA Visa card visit wwwEAAorg

Hall of Fame EAAs Halls of Fame inducted 10

contributors to the world of flight at the annual presentation ceremoshynies October 27 in Oshkosh Inductshyees for 2007 are Edgar Lesher and BJ Schramm EAA Homebuilders Hall of Fame Gene Soucy Internashytional Aerobatic Club (lAC) Hall of Fame AI Passel and Ralph Nelson National Association of Flight Inshystructors (NAFI) Hall of Fame Jack Harrington and Daryl Lenz EAA Warbirds of America Hall of Fame Bob Lovejoy and Volmer Jensen EAA Ultralight Hall of Fame and Charles W Harris Vintage Aircraft Association Hall of Fame For more on Charlie HarriS please see the arshyticle starting on page 4

Each inductee has made a unique contribution to the world of flight EAA President Tom Poberezny said at the ceremonies Those of us acshytive in aviation today recognize their commitment and passion for flying These inductees represent the best that recreational aviation has to ofshyfer and serve as an example for evshyeryone involved in flying

Keynote speaker Vern Raburn president and CEO of Eclipse Aviashytion told of the night he accepted the National Aeronautic Associashytions Collier Trophy on behalf of evshyery Eclipse employee

No one sets out to make history you set out to do what you wanted

to do and you achieved it by getting up every morning and putting one foot in front of the other So enjoy the night Revel in it And let us all recognize those people who got up every morning and did something

Also honored at the dinner cershyemony in the EAA AirVenture Mushyseums Eagle Hangar were Fred and Carol Stadler this years reCipients of the Henry H Kimberly Spirit of Leadshyership Award The award recognizes exceptional volunteer commitment and leadership in the Oshkosh area

Video vignettes of the newest hall of famers can be viewed at wwwEAA orgcommunicationseaanews061102_ hofhtml

Skiplane Fly-In Is On Snow or no Snow Although we ve had a difficult time coaxing enough of the white stuff

out of Mother Nature the past couple of years EAAs annual Skiplane Fly-In is always a festive mid-winter gathering at Pioneer Airport

On Saturday January 27-snow or no snow-aviation enthusiasts are welcome to share complimentary chili and birthday cake for EAA matriarch Audrey Poberezny If there is enough snow on the ground skiplanes are welcome to attend If the ground remains bare but firm wheeled airplanes may be allowed to land at Pioneer beginning at 1030 am (Pilots intending to fly in to Pioneer must contact Sean Elliott at 920-426-4886 to register and receive an arrival briefing )

Or you can land at Wittman Regional Airport and use a shuttle sershyvice that runs all day to and from Orion and Basler FBOs Those driving to the event can simply follow the signs to Pioneer Airport The event is free and open to the public

A special appearance is expected by the 2007 EAA Aircraft Sweepshystakes airplane the Win Me Aviat Husky If there is ample snow it will be equipped with the Wipaire skis

VINTAGE AIRPLANE 3

Charles W Harris

Charlie Harris was born September 30 1927 in Pawhuska Oklahoma the day Charles Lindshybergh flew the Spirit of

St Louis over Pawhuska on his 150shycity tour following his New York to Paris flight in May 1927 Charshylie received his public school edushycation in Pawhuska graduating in May 1945 He graduated from the University of Tulsa in January 1950 with a bachelor of science degree in business administration

At the age of 3 Charlie received his first airplane ride standing up in the front seat of his fathers 1928 OX-5 Travel Air open-cockpit biplane A lifeshylong aviation fan he soloed a J-3F-60

JANUARY 2007

Cub at 16 while in high school and has been flying ever since After sershyvice in the US Navy in 1945 and 1946 aboard cruisers he was fortushynate enough to continue to fly and operate an Aeronca Chief a DCOshy65 Taylorcraft and a World War II surplus BT-13A during college days He currently owns and flies a collecshytion of pristine vintage aircraft inshycluding a 1942 Culver LFA Cadet two 1948 polished Temco Swifts a 1945 J-3C-65 Cub two factory Pitts five Luscombes a 1949 Monocoupe 90AL-1150320 the last stick Monoshycoupe ever built and others of the era His aircraft have won numerous fly-in awards for quality appearance best in class etc

Charlie has served as senior coshychairman of the Tulsa Regional FlyshyIn since 1982 He co-founded the National Biplane Association in 1987 and has served as chairman of the association and the Biplane Expo in Bartlesville Oklahoma since its origin In June 1998 he was presented the city of Bartlesshyville Medallion (its key to the city) in recognition of his service to the city He has chaired five EAA B-17 Tour stops in Tulsa and Bartlesville since 1994 He co-chaired the 50th Anniversary Lindbergh EAA Spirit of St Louis Tour stop in Tulsa in 1977 He chaired the 2005 EAA Ford TrishyMotor six-day stay in Tulsa during which the Tri-Motor flew 743 passhy

4

(he tells us all young men dressed back then) a 13-year-old Charlie Harris poses with one of his lifelong favorites the Piper Cub at the Tulsa airport in 1940

sengers He was named Oklahoma Aviator of the Year in 1984 by the Oklahoma Aviator publication the first year it selected anyone for that honor In 2001 he was selected for and indu cted into the Oklahoma Air amp Space Ha ll of Fame and reshyceived the Clarence E Page Award for Contributions to Oklahoma Avishyation in 2001

He conceived and arranged the 1993 66th reunion of the original Travel Air 5000 Woolaroc (winner of the 1927 Dole race) and the EAA repshylica SpiritofSt Louis The two original airplanes were first together in Tulsa on September 30 1927 the day of Jim Younkin (left) and Charlie with Jims heart-thumping replica of Benny Howshyhis birth ards Mr Mulligan

VINTAGE AIRPLANE 5

In 2001 Charlie originated the exceeded $125000 during the past Vintage divisions Friends of the Red five years Barn member contribution fund to Charlie is a lifetime EAA member underwrite convention activities a member of all EAA divisions and a during EAA AirVenture Oshkosh 30-year member of EAA Chapter 10 The contributions to this fund have Tulsa he is a charter member of EAA

Afew of the pristine vintage airplanes collected and flown by Charlie over a lifeshytime of aviation enthusiasm His Luscombe 8F Culver LFA (one of about 20 left out of 359 buiH before World War 11) and Monocoupe 90AL are all maintained in museum condition and kept at Tulsas Richard L Jones JrJRiverside Airport Check out that floor covering

Vintage Aircraft Association Chapter 10 Tulsa and charter member of EAA Warbird Squadron 10 in Tulsa He has served as president of EAA Vintage Aircraft Association Chapter 10 Tulsa for three terms and has served as presshyident of EAA lAC Chapter 10 Tulsa Charlie wrote the monthly newsletshyter of EAA lAC Chapter 10 from 1980 through 1985 He has written the EAA Vintage Aircraft Association Chapter 10 newsletter since 1985 and continshyues to write on a variety of aviation subjects In 1998 he was selected by EAA to receive the first ever Bax Seat Award named for Flying magazine writer Gordon Baxter for communishycating the passion and excitement of aviation Charlie is the principal writer of the National Biplane Associshyations Biplane News publication

He was elected a director of the EAA Vintage Aircraft Association in 1988 and has served as treasurer since 1996 Charlie has chaired the VAA Red Barn Interview Circle at AirshyVenture since 1988 and has served as chairman of the associations execushytive committee since its formation in 2002

In 1993 Charlie initiated the conshytacts and furthered the early discusshysions that resulted in the Phillips Petroleum Company discounted fuel program for EAA Young Eagles flights

Charlie has been elected to and curshyrently serves on the board of directors of Tulsas Jones-Riverside Airport Asshysociation He has served on the Sparshytan School of Aeronautics graduation speakers bureau since the mid-1980s

In 2005 Charlie was honored durshying the Biplane Expo Awards Dinner in Bartlesville Oklahoma by a surshyprise tribute from the National Bishyplane Association (NBA) membership the city of Bartlesville the Oklahoma State Legislature and ConocoPhillips for the 20 years of service to the NBA and the Biplane Expo

Charlie is self-employed having been in the vehicle rental leasing custom handicapped van conversion and finance business in Tulsa Oklashyhoma since 1950 He also serves as co-trustee of the Sisk Charitable Trust based in Tulsa Oklahoma

JANUARY 2007 6

Fabrics and finishes and the installation thereof BY DIP DAVIS

Editors Note This seventh installment of the Restoration Comer covers the selection and installation of fabrics and finishes It will be presented in two parts The author Dip Davis needs no introduction to many restorers of vintage airmiddot craft having been associated with fabric covering for many years--GRC and HGF

There are almost as many opinions regarding the proper fabric and finshyish for antique and classic airplanes as there are people performing the task If you have a genuine showpiece which will be pampered and polished and flown only to air shows for championshyship judging then Grade A cotton fabshyric with innumerable coats of dope and uncountable hours of sanding and polshyishing is probably the route to take If however you plan to use the airplane for more mundane purposes such as occasional transportation and perhaps have less than ideal storage conditions between flights a synthetic fabric will be much more practical

Grade Ahas not only become more exshypensive than the alternatives it has also suffered in longevity Eighty pounds has always been the minimum allowable tenshysile strength for new fabric but several years ago when the demand was brisk and sales competition a factor cotton mills produced a long staple fabric which could test 90 lbs or better when fresh

Current production of Grade A of course meets the minimum standard but has far less margin for deterioration down to the 56-pound tensile strength that is the lowest allowable reading for an airplane with a wing loading of more than 9 pounds per square foot or a nevershyexceed speed of 160 mph or faster

Irish Aero Linen was an excellent alternative for years but is no longer available in this country at any price [That was true when this article was writshyten but Irish Linen Mil-Spec Grade A Cotshyton and other specialty fabrics and tapes are available from Vintage Aero Fabrics Ltd 316 Creekwood Drive Bardstown KY 40004502-349-1429 fax 502-349shy

1428 and e-mail at rossVintageaerofabshyricscom-HGFJ

Fortunately 30 years of field expeshyrience with Dacron fabrics has pretty well overcome all of the early problems with its use

Early Ceconite and Eonex had a texture approaching that of cordushyroy and was so stiff that at least three hands were reqUired to glue it around a corner In its favor was the fact that it proved to be almost indestructible and most of the airplanes which were covered with this material and are subshysequently having the fabric replaced again are doing so not because the fabshyric is bad but because the structure unshyderneath requires attention

Since the heavy (38 ounces per square yard) material proved to be virtually a lifetime cover the next evolutionary step was to produce a lighter-weight more flexible synthetic cloth Dacron weighing 27 ounces is actually slightly less in weight than Grade A cotton but provides a tensile strength approximately 25 greater as well as being far superior in resistance to deterioration from industrial polshylution and acid rain This has become the material of choice for the majority of re-coverers

Dope finishes which were developed for use on cotton and linen proved to be unsatisfactory on synthetic fabrics due to the hard slick texture of the threads with no nap or fuzz to grip the initial coats Even the airframe manufacturers who were pioneered in the use of the new materials were embarrassed to find the finish peeling off in sheets clear down to the bare fabric All of the mashyjor aircraft finish suppliers have long

since come up with magic potions as prime coats which will provide excelshylent adhesion to polyester fabric withshyout making the surface brittle

Assuming you have now been conshyvinced to choose a synthetic fabric for your cover job well proceed with the operation

Hopefully the airplane you are restorshying had the original (or previous replaceshyment) fabric still attached Never mind how tattered or bedraggled it has beshycome-remove it in as nearly intact conshydition as possible Wings are best stripped by slitting the trailing edge fabric with a razor blade and rolling the cover forward cutting the rib stitch cord as you go This should get it off in one piece which can then be folded in a reasonably small bunshydle and stored someplace for future refshyerence If the manufacturer used sheet metal screws or metal clips to secure the fabric to the ribs rather than rib stitching it will be necessary to peel the surface tapes from each rib so that the fasteners may be removed before peeling the main skin The object is to not destroy the old rag until you are through with the entire job You will puzzle over the location of reinforcement cutouts cable exits and the like for hours if you dont have the pattern to refer to

Inspection repair and protection of the structure from corrosion are imporshytant enough to be the subject of a sepashyrate treatise so well skip to the next chapter assuming that everything has been properly prepared and signed off as okay for cover by a duly authoshyrized inspector-type person

The FAAs Advisory Circular 4313shy1B chapter 3 has excellent guideline material on covering and finishing but

R EPRINTED FROM Vintage Airplane SEPTEMBER 198 6

VINTAGE AIRPLANE 7

addresses only cotton and linen thereshyfore much of the information is not applicable to synthetic fabrics The purshyveyors of your specific grade of polyesshyter material will furnish FAA-approved application and data which if followed carefully should produce good results If the instructions included with the products you intend to use conflict with what you read here ignore that portion of this article and follow the procedures given in the manual

Pre-sewn envelopes can save a little time and material and are available for more standard-production airplanes even though that production may have ceased many years ago These envelopes are merely slipped on like a sock and the open ends glued to the structure The only objection we ever hear raised to the use of pre-sewn covers is the sewn seam line particularly on a fuselage where it may leave an obvious ridge Careful installation and a watchful eye as the fabric is tautened can usually keep this line parallel to the longerons or stringers and close enough to them to be covered by a surface tape common to both The alternative method (well dismiss hand sewing the cover in place as totally out of the question) is to ceshyment yard goods directly to the strucshyture Most brands of finishing systems employ a cellulose cement for this purshypose Former model airplane builders will recognize the smell immediately upon opening the can Peeling this stuff off your fingers at the end of a session will also provide a nostalgia trip

Well hope the primer you used on the structure is not soluble in the cement a situation that results in a discolored mess at the attach points and may leave some bare tubing exposed to the elements If you have doubts about your primer test it by wiping it lightly with a rag which has been dipped in dope thinner If the thinner removes any material apply a coat of dope-proof finish such as an epshyoxy primer over the existing paint

Its not possible to compile one set of instructions which will apply to all shapes of airframes but in general ceshymenting the fabric first to the bottom longeron and pulling it up to cover each side individually works best The vertical fin on most airplanes can be

JANUARY 2007

covered with the same unbroken exshypanse of cloth as the fuselage side if the wider (64 to 66 inches) widths are used This technique will leave a vee-shaped opening forward of the fins leading edge and there must be a solid strucshytural member someplace within reach of the fabric edge to which the fabric can be cemented or it will be necessary to hand sew the two sides together at this highly visible pOint generally an unacceptable solution as it is nearly impossible to hide the stitches

Positioning the fabric is made easy by the use of spring clothespins which are still available at most hardware stores even though most people have forgotshyten their original purpose It is neither necessary nor desirable to stretch the fabric tightly when installing as is the case with cotton Just eliminate the puckers or gathers Fabric cement dries rapidly and it isnt possible to work a very long seam when cementing directly Remove one or two clothespins at a time brush a swath of cement to the structure or even better to the edge of the fabric itself press the fabric firmly onto the frame and rub enough to enshysure penetration reinstall the clothesshypin and move on to the adjacent area

A neat alternative to this method inshyvolves brushing a liberal coat of cement onto the entire structure when the fabshyric is attached and allowing it to dry completely before cutting the fabric to shape and clamping it in place with the same exotic tooling mentioned above The wrinkles may then be worked out and the fabric carefully positioned beshyfore brushing straight MEK or dope thinner onto the edges of the fabric where it contacts the structure This will soften the cement and allow it to be worked into the weave of the fabshyric by rubbing After the clothespins have been removed another coat of cement may be applied to the surface if it appears the weave has not been filled adequately Do not cement the fabric to stringers or intermediate structure only to the outer perimeter of the exshypanse of the fabric being installed so that the shrinkage can be evenly disshytributed when heat is applied Peneshytration of the sealer coats will provide adhesion every place the fabric conshy

tacts the substructure Top and bottom fabric panels are cut

to overlap the sides by approximately an inch and simply cemented in place This seam will later be covered by a surshyface tape

Ifyour airplane employs a doped fabshyric interior in lieu of upholstery panels as does the J-3 Cub the interior must be done before the outside fabric is inshystalled Youll find that even though small areas of fabric are involved and most of it can be done with leftover scraps the man-hours expended will exceed the time required to cover the outside of the fuselage An interior fabshyric kit is available for the J-3 for just a few bucks This provides sewn tabs for attachment to the tubing in the rear seat as required to give the authentic look Most other airplanes interiors are simply cut from yard goods

If this airplane is your initiation into the aromatic world of fabric covering you may wish to begin with a conshytrol surface or two before tackling the aforementioned fuselage Pre-sewn enshyvelopes make this task almost too easy and the all-cemented blanket method doesnt take a whole lot longer One piece of fabric will generally be wide enough to cover both sides of a surface Orientation of the weave of the fabric may be parallel in either direction One edge of the surface leading or trailshying edge will usually be a straight line or nearly so Fabric is wrapped around this edge and cemented to the opposhysite curved edge with a I-inch overshylap cemented onto the first side Hinge brackets may be covered with no cutshyouts made until the shrinking process has begun This will avoid excessively large slots being cut as the fabric moves around during tautening

Structural members such as the dishyagonal braces used on Aeronca horishyzontal stabilizers are below the surface of the ribs but only a fraction of an inch beneath skin level and if no protecshytive covering is applied to these tubes the fabric will have a tendency to glue itself down at unwanted spots when the primer coat is applied Chafe point tape or even cellophane tape applied to this structure before the cover is inshystalled will preclude the problem

8

Since weve progressed this far with the installation of the fabric we may as well wrap up the wings before we discuss techniques of tautening and doping even though youll almost cershytainly proceed past this point with each component before moving to the next

Wings with a chord greater than S8 inches will require sewing in some fashion If someone in the family is an expert on the old Singer sewing three panels together with a double seam is no big deal A person who isnt curshyrent on such a machine and perhaps doesnt even have a multi-needle rating will want to exercise another option An envelope cover with a pre-sewn tip shape involves only cementing the root rib and aileron bay Chordwise sewn seams do not want to be positioned dishyrectly over a rib but should be carefully aligned parallel to the ribs

Aileron cutouts can often present a problem Due to the concave structure in this bay the fabric will have a tenshydency to pull loose from the contour and bridge in a straight line between the upper and lower surface as the shrinking occurs This of course results in a bindshying aileron and cant be tolerated Varishyous airframe manufacturers have tackled this problem in various ways Cessna cut teeth in the aluminum on which the fabric is hooked Stinson attached metal strips with PK screws over the fabric and Ercoupe drilled a row of holes through which the fabric was stitched in place If your airplane has a cambered bay be sure you retain the contour in some way

[Editors Note 2006 Over the years more information has come to light regardshying the chemicals and other solvents used in both modem finishes and the older celshylulose-based finishes MEK and acetone in particular can be traced to chronic heath problems for people exposed to them for extended periods This isnt just added beshycause the legal staff says to do so Ive added it because you and I all know offriends or family members who have been made ill using these materials and we should all be more cautious of them Please do read the cautions and instructions for the covering system you choose and use proper breathshying and skin protection-HGFJ

(To be continued next month)

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JAN 27-28

FEB 17-18

MAR 3-4

MAR 3-4

WPAlM BEACH FL bull Repairman (LSA) Inspedion-Airplane

GRIFFIN GA bull TIG Welding

OSHKOSH WI bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull 60s Welding bull Introduction 10 Aircraft Building bull Sheel Metal Construdion

LAKELAND FL bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull Sheel Metal Construction

CORONA CA bull RV Assembly

DALlAS TX bull Composne Construction bull Eledrical Systems ampAvionics bull Fabric Covering bull Sheel Metal Construction

VISIT WWWSPORTAIR(OM OR CALL 1-800-967-5746 FOR DETAILS

EAA EAA SportAir Sponsors

~WORKSHOPS wwwpolyflbercom wwwalrcraftsprucecom---iro--shy

VINTAGE AIRPLANE 9

(he tells us all young men dressed back then) a 13-year-old Charlie Harris poses with one of his lifelong favorites the Piper Cub at the Tulsa airport in 1940

sengers He was named Oklahoma Aviator of the Year in 1984 by the Oklahoma Aviator publication the first year it selected anyone for that honor In 2001 he was selected for and indu cted into the Oklahoma Air amp Space Ha ll of Fame and reshyceived the Clarence E Page Award for Contributions to Oklahoma Avishyation in 2001

He conceived and arranged the 1993 66th reunion of the original Travel Air 5000 Woolaroc (winner of the 1927 Dole race) and the EAA repshylica SpiritofSt Louis The two original airplanes were first together in Tulsa on September 30 1927 the day of Jim Younkin (left) and Charlie with Jims heart-thumping replica of Benny Howshyhis birth ards Mr Mulligan

VINTAGE AIRPLANE 5

In 2001 Charlie originated the exceeded $125000 during the past Vintage divisions Friends of the Red five years Barn member contribution fund to Charlie is a lifetime EAA member underwrite convention activities a member of all EAA divisions and a during EAA AirVenture Oshkosh 30-year member of EAA Chapter 10 The contributions to this fund have Tulsa he is a charter member of EAA

Afew of the pristine vintage airplanes collected and flown by Charlie over a lifeshytime of aviation enthusiasm His Luscombe 8F Culver LFA (one of about 20 left out of 359 buiH before World War 11) and Monocoupe 90AL are all maintained in museum condition and kept at Tulsas Richard L Jones JrJRiverside Airport Check out that floor covering

Vintage Aircraft Association Chapter 10 Tulsa and charter member of EAA Warbird Squadron 10 in Tulsa He has served as president of EAA Vintage Aircraft Association Chapter 10 Tulsa for three terms and has served as presshyident of EAA lAC Chapter 10 Tulsa Charlie wrote the monthly newsletshyter of EAA lAC Chapter 10 from 1980 through 1985 He has written the EAA Vintage Aircraft Association Chapter 10 newsletter since 1985 and continshyues to write on a variety of aviation subjects In 1998 he was selected by EAA to receive the first ever Bax Seat Award named for Flying magazine writer Gordon Baxter for communishycating the passion and excitement of aviation Charlie is the principal writer of the National Biplane Associshyations Biplane News publication

He was elected a director of the EAA Vintage Aircraft Association in 1988 and has served as treasurer since 1996 Charlie has chaired the VAA Red Barn Interview Circle at AirshyVenture since 1988 and has served as chairman of the associations execushytive committee since its formation in 2002

In 1993 Charlie initiated the conshytacts and furthered the early discusshysions that resulted in the Phillips Petroleum Company discounted fuel program for EAA Young Eagles flights

Charlie has been elected to and curshyrently serves on the board of directors of Tulsas Jones-Riverside Airport Asshysociation He has served on the Sparshytan School of Aeronautics graduation speakers bureau since the mid-1980s

In 2005 Charlie was honored durshying the Biplane Expo Awards Dinner in Bartlesville Oklahoma by a surshyprise tribute from the National Bishyplane Association (NBA) membership the city of Bartlesville the Oklahoma State Legislature and ConocoPhillips for the 20 years of service to the NBA and the Biplane Expo

Charlie is self-employed having been in the vehicle rental leasing custom handicapped van conversion and finance business in Tulsa Oklashyhoma since 1950 He also serves as co-trustee of the Sisk Charitable Trust based in Tulsa Oklahoma

JANUARY 2007 6

Fabrics and finishes and the installation thereof BY DIP DAVIS

Editors Note This seventh installment of the Restoration Comer covers the selection and installation of fabrics and finishes It will be presented in two parts The author Dip Davis needs no introduction to many restorers of vintage airmiddot craft having been associated with fabric covering for many years--GRC and HGF

There are almost as many opinions regarding the proper fabric and finshyish for antique and classic airplanes as there are people performing the task If you have a genuine showpiece which will be pampered and polished and flown only to air shows for championshyship judging then Grade A cotton fabshyric with innumerable coats of dope and uncountable hours of sanding and polshyishing is probably the route to take If however you plan to use the airplane for more mundane purposes such as occasional transportation and perhaps have less than ideal storage conditions between flights a synthetic fabric will be much more practical

Grade Ahas not only become more exshypensive than the alternatives it has also suffered in longevity Eighty pounds has always been the minimum allowable tenshysile strength for new fabric but several years ago when the demand was brisk and sales competition a factor cotton mills produced a long staple fabric which could test 90 lbs or better when fresh

Current production of Grade A of course meets the minimum standard but has far less margin for deterioration down to the 56-pound tensile strength that is the lowest allowable reading for an airplane with a wing loading of more than 9 pounds per square foot or a nevershyexceed speed of 160 mph or faster

Irish Aero Linen was an excellent alternative for years but is no longer available in this country at any price [That was true when this article was writshyten but Irish Linen Mil-Spec Grade A Cotshyton and other specialty fabrics and tapes are available from Vintage Aero Fabrics Ltd 316 Creekwood Drive Bardstown KY 40004502-349-1429 fax 502-349shy

1428 and e-mail at rossVintageaerofabshyricscom-HGFJ

Fortunately 30 years of field expeshyrience with Dacron fabrics has pretty well overcome all of the early problems with its use

Early Ceconite and Eonex had a texture approaching that of cordushyroy and was so stiff that at least three hands were reqUired to glue it around a corner In its favor was the fact that it proved to be almost indestructible and most of the airplanes which were covered with this material and are subshysequently having the fabric replaced again are doing so not because the fabshyric is bad but because the structure unshyderneath requires attention

Since the heavy (38 ounces per square yard) material proved to be virtually a lifetime cover the next evolutionary step was to produce a lighter-weight more flexible synthetic cloth Dacron weighing 27 ounces is actually slightly less in weight than Grade A cotton but provides a tensile strength approximately 25 greater as well as being far superior in resistance to deterioration from industrial polshylution and acid rain This has become the material of choice for the majority of re-coverers

Dope finishes which were developed for use on cotton and linen proved to be unsatisfactory on synthetic fabrics due to the hard slick texture of the threads with no nap or fuzz to grip the initial coats Even the airframe manufacturers who were pioneered in the use of the new materials were embarrassed to find the finish peeling off in sheets clear down to the bare fabric All of the mashyjor aircraft finish suppliers have long

since come up with magic potions as prime coats which will provide excelshylent adhesion to polyester fabric withshyout making the surface brittle

Assuming you have now been conshyvinced to choose a synthetic fabric for your cover job well proceed with the operation

Hopefully the airplane you are restorshying had the original (or previous replaceshyment) fabric still attached Never mind how tattered or bedraggled it has beshycome-remove it in as nearly intact conshydition as possible Wings are best stripped by slitting the trailing edge fabric with a razor blade and rolling the cover forward cutting the rib stitch cord as you go This should get it off in one piece which can then be folded in a reasonably small bunshydle and stored someplace for future refshyerence If the manufacturer used sheet metal screws or metal clips to secure the fabric to the ribs rather than rib stitching it will be necessary to peel the surface tapes from each rib so that the fasteners may be removed before peeling the main skin The object is to not destroy the old rag until you are through with the entire job You will puzzle over the location of reinforcement cutouts cable exits and the like for hours if you dont have the pattern to refer to

Inspection repair and protection of the structure from corrosion are imporshytant enough to be the subject of a sepashyrate treatise so well skip to the next chapter assuming that everything has been properly prepared and signed off as okay for cover by a duly authoshyrized inspector-type person

The FAAs Advisory Circular 4313shy1B chapter 3 has excellent guideline material on covering and finishing but

R EPRINTED FROM Vintage Airplane SEPTEMBER 198 6

VINTAGE AIRPLANE 7

addresses only cotton and linen thereshyfore much of the information is not applicable to synthetic fabrics The purshyveyors of your specific grade of polyesshyter material will furnish FAA-approved application and data which if followed carefully should produce good results If the instructions included with the products you intend to use conflict with what you read here ignore that portion of this article and follow the procedures given in the manual

Pre-sewn envelopes can save a little time and material and are available for more standard-production airplanes even though that production may have ceased many years ago These envelopes are merely slipped on like a sock and the open ends glued to the structure The only objection we ever hear raised to the use of pre-sewn covers is the sewn seam line particularly on a fuselage where it may leave an obvious ridge Careful installation and a watchful eye as the fabric is tautened can usually keep this line parallel to the longerons or stringers and close enough to them to be covered by a surface tape common to both The alternative method (well dismiss hand sewing the cover in place as totally out of the question) is to ceshyment yard goods directly to the strucshyture Most brands of finishing systems employ a cellulose cement for this purshypose Former model airplane builders will recognize the smell immediately upon opening the can Peeling this stuff off your fingers at the end of a session will also provide a nostalgia trip

Well hope the primer you used on the structure is not soluble in the cement a situation that results in a discolored mess at the attach points and may leave some bare tubing exposed to the elements If you have doubts about your primer test it by wiping it lightly with a rag which has been dipped in dope thinner If the thinner removes any material apply a coat of dope-proof finish such as an epshyoxy primer over the existing paint

Its not possible to compile one set of instructions which will apply to all shapes of airframes but in general ceshymenting the fabric first to the bottom longeron and pulling it up to cover each side individually works best The vertical fin on most airplanes can be

JANUARY 2007

covered with the same unbroken exshypanse of cloth as the fuselage side if the wider (64 to 66 inches) widths are used This technique will leave a vee-shaped opening forward of the fins leading edge and there must be a solid strucshytural member someplace within reach of the fabric edge to which the fabric can be cemented or it will be necessary to hand sew the two sides together at this highly visible pOint generally an unacceptable solution as it is nearly impossible to hide the stitches

Positioning the fabric is made easy by the use of spring clothespins which are still available at most hardware stores even though most people have forgotshyten their original purpose It is neither necessary nor desirable to stretch the fabric tightly when installing as is the case with cotton Just eliminate the puckers or gathers Fabric cement dries rapidly and it isnt possible to work a very long seam when cementing directly Remove one or two clothespins at a time brush a swath of cement to the structure or even better to the edge of the fabric itself press the fabric firmly onto the frame and rub enough to enshysure penetration reinstall the clothesshypin and move on to the adjacent area

A neat alternative to this method inshyvolves brushing a liberal coat of cement onto the entire structure when the fabshyric is attached and allowing it to dry completely before cutting the fabric to shape and clamping it in place with the same exotic tooling mentioned above The wrinkles may then be worked out and the fabric carefully positioned beshyfore brushing straight MEK or dope thinner onto the edges of the fabric where it contacts the structure This will soften the cement and allow it to be worked into the weave of the fabshyric by rubbing After the clothespins have been removed another coat of cement may be applied to the surface if it appears the weave has not been filled adequately Do not cement the fabric to stringers or intermediate structure only to the outer perimeter of the exshypanse of the fabric being installed so that the shrinkage can be evenly disshytributed when heat is applied Peneshytration of the sealer coats will provide adhesion every place the fabric conshy

tacts the substructure Top and bottom fabric panels are cut

to overlap the sides by approximately an inch and simply cemented in place This seam will later be covered by a surshyface tape

Ifyour airplane employs a doped fabshyric interior in lieu of upholstery panels as does the J-3 Cub the interior must be done before the outside fabric is inshystalled Youll find that even though small areas of fabric are involved and most of it can be done with leftover scraps the man-hours expended will exceed the time required to cover the outside of the fuselage An interior fabshyric kit is available for the J-3 for just a few bucks This provides sewn tabs for attachment to the tubing in the rear seat as required to give the authentic look Most other airplanes interiors are simply cut from yard goods

If this airplane is your initiation into the aromatic world of fabric covering you may wish to begin with a conshytrol surface or two before tackling the aforementioned fuselage Pre-sewn enshyvelopes make this task almost too easy and the all-cemented blanket method doesnt take a whole lot longer One piece of fabric will generally be wide enough to cover both sides of a surface Orientation of the weave of the fabric may be parallel in either direction One edge of the surface leading or trailshying edge will usually be a straight line or nearly so Fabric is wrapped around this edge and cemented to the opposhysite curved edge with a I-inch overshylap cemented onto the first side Hinge brackets may be covered with no cutshyouts made until the shrinking process has begun This will avoid excessively large slots being cut as the fabric moves around during tautening

Structural members such as the dishyagonal braces used on Aeronca horishyzontal stabilizers are below the surface of the ribs but only a fraction of an inch beneath skin level and if no protecshytive covering is applied to these tubes the fabric will have a tendency to glue itself down at unwanted spots when the primer coat is applied Chafe point tape or even cellophane tape applied to this structure before the cover is inshystalled will preclude the problem

8

Since weve progressed this far with the installation of the fabric we may as well wrap up the wings before we discuss techniques of tautening and doping even though youll almost cershytainly proceed past this point with each component before moving to the next

Wings with a chord greater than S8 inches will require sewing in some fashion If someone in the family is an expert on the old Singer sewing three panels together with a double seam is no big deal A person who isnt curshyrent on such a machine and perhaps doesnt even have a multi-needle rating will want to exercise another option An envelope cover with a pre-sewn tip shape involves only cementing the root rib and aileron bay Chordwise sewn seams do not want to be positioned dishyrectly over a rib but should be carefully aligned parallel to the ribs

Aileron cutouts can often present a problem Due to the concave structure in this bay the fabric will have a tenshydency to pull loose from the contour and bridge in a straight line between the upper and lower surface as the shrinking occurs This of course results in a bindshying aileron and cant be tolerated Varishyous airframe manufacturers have tackled this problem in various ways Cessna cut teeth in the aluminum on which the fabric is hooked Stinson attached metal strips with PK screws over the fabric and Ercoupe drilled a row of holes through which the fabric was stitched in place If your airplane has a cambered bay be sure you retain the contour in some way

[Editors Note 2006 Over the years more information has come to light regardshying the chemicals and other solvents used in both modem finishes and the older celshylulose-based finishes MEK and acetone in particular can be traced to chronic heath problems for people exposed to them for extended periods This isnt just added beshycause the legal staff says to do so Ive added it because you and I all know offriends or family members who have been made ill using these materials and we should all be more cautious of them Please do read the cautions and instructions for the covering system you choose and use proper breathshying and skin protection-HGFJ

(To be continued next month)

GET THE SKILLS TO GET IT BUilT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

JAN 19-21

JAN 26-28

JAN 27-28

FEB 17-18

MAR 3-4

MAR 3-4

WPAlM BEACH FL bull Repairman (LSA) Inspedion-Airplane

GRIFFIN GA bull TIG Welding

OSHKOSH WI bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull 60s Welding bull Introduction 10 Aircraft Building bull Sheel Metal Construdion

LAKELAND FL bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull Sheel Metal Construction

CORONA CA bull RV Assembly

DALlAS TX bull Composne Construction bull Eledrical Systems ampAvionics bull Fabric Covering bull Sheel Metal Construction

VISIT WWWSPORTAIR(OM OR CALL 1-800-967-5746 FOR DETAILS

EAA EAA SportAir Sponsors

~WORKSHOPS wwwpolyflbercom wwwalrcraftsprucecom---iro--shy

VINTAGE AIRPLANE 9

In 2001 Charlie originated the exceeded $125000 during the past Vintage divisions Friends of the Red five years Barn member contribution fund to Charlie is a lifetime EAA member underwrite convention activities a member of all EAA divisions and a during EAA AirVenture Oshkosh 30-year member of EAA Chapter 10 The contributions to this fund have Tulsa he is a charter member of EAA

Afew of the pristine vintage airplanes collected and flown by Charlie over a lifeshytime of aviation enthusiasm His Luscombe 8F Culver LFA (one of about 20 left out of 359 buiH before World War 11) and Monocoupe 90AL are all maintained in museum condition and kept at Tulsas Richard L Jones JrJRiverside Airport Check out that floor covering

Vintage Aircraft Association Chapter 10 Tulsa and charter member of EAA Warbird Squadron 10 in Tulsa He has served as president of EAA Vintage Aircraft Association Chapter 10 Tulsa for three terms and has served as presshyident of EAA lAC Chapter 10 Tulsa Charlie wrote the monthly newsletshyter of EAA lAC Chapter 10 from 1980 through 1985 He has written the EAA Vintage Aircraft Association Chapter 10 newsletter since 1985 and continshyues to write on a variety of aviation subjects In 1998 he was selected by EAA to receive the first ever Bax Seat Award named for Flying magazine writer Gordon Baxter for communishycating the passion and excitement of aviation Charlie is the principal writer of the National Biplane Associshyations Biplane News publication

He was elected a director of the EAA Vintage Aircraft Association in 1988 and has served as treasurer since 1996 Charlie has chaired the VAA Red Barn Interview Circle at AirshyVenture since 1988 and has served as chairman of the associations execushytive committee since its formation in 2002

In 1993 Charlie initiated the conshytacts and furthered the early discusshysions that resulted in the Phillips Petroleum Company discounted fuel program for EAA Young Eagles flights

Charlie has been elected to and curshyrently serves on the board of directors of Tulsas Jones-Riverside Airport Asshysociation He has served on the Sparshytan School of Aeronautics graduation speakers bureau since the mid-1980s

In 2005 Charlie was honored durshying the Biplane Expo Awards Dinner in Bartlesville Oklahoma by a surshyprise tribute from the National Bishyplane Association (NBA) membership the city of Bartlesville the Oklahoma State Legislature and ConocoPhillips for the 20 years of service to the NBA and the Biplane Expo

Charlie is self-employed having been in the vehicle rental leasing custom handicapped van conversion and finance business in Tulsa Oklashyhoma since 1950 He also serves as co-trustee of the Sisk Charitable Trust based in Tulsa Oklahoma

JANUARY 2007 6

Fabrics and finishes and the installation thereof BY DIP DAVIS

Editors Note This seventh installment of the Restoration Comer covers the selection and installation of fabrics and finishes It will be presented in two parts The author Dip Davis needs no introduction to many restorers of vintage airmiddot craft having been associated with fabric covering for many years--GRC and HGF

There are almost as many opinions regarding the proper fabric and finshyish for antique and classic airplanes as there are people performing the task If you have a genuine showpiece which will be pampered and polished and flown only to air shows for championshyship judging then Grade A cotton fabshyric with innumerable coats of dope and uncountable hours of sanding and polshyishing is probably the route to take If however you plan to use the airplane for more mundane purposes such as occasional transportation and perhaps have less than ideal storage conditions between flights a synthetic fabric will be much more practical

Grade Ahas not only become more exshypensive than the alternatives it has also suffered in longevity Eighty pounds has always been the minimum allowable tenshysile strength for new fabric but several years ago when the demand was brisk and sales competition a factor cotton mills produced a long staple fabric which could test 90 lbs or better when fresh

Current production of Grade A of course meets the minimum standard but has far less margin for deterioration down to the 56-pound tensile strength that is the lowest allowable reading for an airplane with a wing loading of more than 9 pounds per square foot or a nevershyexceed speed of 160 mph or faster

Irish Aero Linen was an excellent alternative for years but is no longer available in this country at any price [That was true when this article was writshyten but Irish Linen Mil-Spec Grade A Cotshyton and other specialty fabrics and tapes are available from Vintage Aero Fabrics Ltd 316 Creekwood Drive Bardstown KY 40004502-349-1429 fax 502-349shy

1428 and e-mail at rossVintageaerofabshyricscom-HGFJ

Fortunately 30 years of field expeshyrience with Dacron fabrics has pretty well overcome all of the early problems with its use

Early Ceconite and Eonex had a texture approaching that of cordushyroy and was so stiff that at least three hands were reqUired to glue it around a corner In its favor was the fact that it proved to be almost indestructible and most of the airplanes which were covered with this material and are subshysequently having the fabric replaced again are doing so not because the fabshyric is bad but because the structure unshyderneath requires attention

Since the heavy (38 ounces per square yard) material proved to be virtually a lifetime cover the next evolutionary step was to produce a lighter-weight more flexible synthetic cloth Dacron weighing 27 ounces is actually slightly less in weight than Grade A cotton but provides a tensile strength approximately 25 greater as well as being far superior in resistance to deterioration from industrial polshylution and acid rain This has become the material of choice for the majority of re-coverers

Dope finishes which were developed for use on cotton and linen proved to be unsatisfactory on synthetic fabrics due to the hard slick texture of the threads with no nap or fuzz to grip the initial coats Even the airframe manufacturers who were pioneered in the use of the new materials were embarrassed to find the finish peeling off in sheets clear down to the bare fabric All of the mashyjor aircraft finish suppliers have long

since come up with magic potions as prime coats which will provide excelshylent adhesion to polyester fabric withshyout making the surface brittle

Assuming you have now been conshyvinced to choose a synthetic fabric for your cover job well proceed with the operation

Hopefully the airplane you are restorshying had the original (or previous replaceshyment) fabric still attached Never mind how tattered or bedraggled it has beshycome-remove it in as nearly intact conshydition as possible Wings are best stripped by slitting the trailing edge fabric with a razor blade and rolling the cover forward cutting the rib stitch cord as you go This should get it off in one piece which can then be folded in a reasonably small bunshydle and stored someplace for future refshyerence If the manufacturer used sheet metal screws or metal clips to secure the fabric to the ribs rather than rib stitching it will be necessary to peel the surface tapes from each rib so that the fasteners may be removed before peeling the main skin The object is to not destroy the old rag until you are through with the entire job You will puzzle over the location of reinforcement cutouts cable exits and the like for hours if you dont have the pattern to refer to

Inspection repair and protection of the structure from corrosion are imporshytant enough to be the subject of a sepashyrate treatise so well skip to the next chapter assuming that everything has been properly prepared and signed off as okay for cover by a duly authoshyrized inspector-type person

The FAAs Advisory Circular 4313shy1B chapter 3 has excellent guideline material on covering and finishing but

R EPRINTED FROM Vintage Airplane SEPTEMBER 198 6

VINTAGE AIRPLANE 7

addresses only cotton and linen thereshyfore much of the information is not applicable to synthetic fabrics The purshyveyors of your specific grade of polyesshyter material will furnish FAA-approved application and data which if followed carefully should produce good results If the instructions included with the products you intend to use conflict with what you read here ignore that portion of this article and follow the procedures given in the manual

Pre-sewn envelopes can save a little time and material and are available for more standard-production airplanes even though that production may have ceased many years ago These envelopes are merely slipped on like a sock and the open ends glued to the structure The only objection we ever hear raised to the use of pre-sewn covers is the sewn seam line particularly on a fuselage where it may leave an obvious ridge Careful installation and a watchful eye as the fabric is tautened can usually keep this line parallel to the longerons or stringers and close enough to them to be covered by a surface tape common to both The alternative method (well dismiss hand sewing the cover in place as totally out of the question) is to ceshyment yard goods directly to the strucshyture Most brands of finishing systems employ a cellulose cement for this purshypose Former model airplane builders will recognize the smell immediately upon opening the can Peeling this stuff off your fingers at the end of a session will also provide a nostalgia trip

Well hope the primer you used on the structure is not soluble in the cement a situation that results in a discolored mess at the attach points and may leave some bare tubing exposed to the elements If you have doubts about your primer test it by wiping it lightly with a rag which has been dipped in dope thinner If the thinner removes any material apply a coat of dope-proof finish such as an epshyoxy primer over the existing paint

Its not possible to compile one set of instructions which will apply to all shapes of airframes but in general ceshymenting the fabric first to the bottom longeron and pulling it up to cover each side individually works best The vertical fin on most airplanes can be

JANUARY 2007

covered with the same unbroken exshypanse of cloth as the fuselage side if the wider (64 to 66 inches) widths are used This technique will leave a vee-shaped opening forward of the fins leading edge and there must be a solid strucshytural member someplace within reach of the fabric edge to which the fabric can be cemented or it will be necessary to hand sew the two sides together at this highly visible pOint generally an unacceptable solution as it is nearly impossible to hide the stitches

Positioning the fabric is made easy by the use of spring clothespins which are still available at most hardware stores even though most people have forgotshyten their original purpose It is neither necessary nor desirable to stretch the fabric tightly when installing as is the case with cotton Just eliminate the puckers or gathers Fabric cement dries rapidly and it isnt possible to work a very long seam when cementing directly Remove one or two clothespins at a time brush a swath of cement to the structure or even better to the edge of the fabric itself press the fabric firmly onto the frame and rub enough to enshysure penetration reinstall the clothesshypin and move on to the adjacent area

A neat alternative to this method inshyvolves brushing a liberal coat of cement onto the entire structure when the fabshyric is attached and allowing it to dry completely before cutting the fabric to shape and clamping it in place with the same exotic tooling mentioned above The wrinkles may then be worked out and the fabric carefully positioned beshyfore brushing straight MEK or dope thinner onto the edges of the fabric where it contacts the structure This will soften the cement and allow it to be worked into the weave of the fabshyric by rubbing After the clothespins have been removed another coat of cement may be applied to the surface if it appears the weave has not been filled adequately Do not cement the fabric to stringers or intermediate structure only to the outer perimeter of the exshypanse of the fabric being installed so that the shrinkage can be evenly disshytributed when heat is applied Peneshytration of the sealer coats will provide adhesion every place the fabric conshy

tacts the substructure Top and bottom fabric panels are cut

to overlap the sides by approximately an inch and simply cemented in place This seam will later be covered by a surshyface tape

Ifyour airplane employs a doped fabshyric interior in lieu of upholstery panels as does the J-3 Cub the interior must be done before the outside fabric is inshystalled Youll find that even though small areas of fabric are involved and most of it can be done with leftover scraps the man-hours expended will exceed the time required to cover the outside of the fuselage An interior fabshyric kit is available for the J-3 for just a few bucks This provides sewn tabs for attachment to the tubing in the rear seat as required to give the authentic look Most other airplanes interiors are simply cut from yard goods

If this airplane is your initiation into the aromatic world of fabric covering you may wish to begin with a conshytrol surface or two before tackling the aforementioned fuselage Pre-sewn enshyvelopes make this task almost too easy and the all-cemented blanket method doesnt take a whole lot longer One piece of fabric will generally be wide enough to cover both sides of a surface Orientation of the weave of the fabric may be parallel in either direction One edge of the surface leading or trailshying edge will usually be a straight line or nearly so Fabric is wrapped around this edge and cemented to the opposhysite curved edge with a I-inch overshylap cemented onto the first side Hinge brackets may be covered with no cutshyouts made until the shrinking process has begun This will avoid excessively large slots being cut as the fabric moves around during tautening

Structural members such as the dishyagonal braces used on Aeronca horishyzontal stabilizers are below the surface of the ribs but only a fraction of an inch beneath skin level and if no protecshytive covering is applied to these tubes the fabric will have a tendency to glue itself down at unwanted spots when the primer coat is applied Chafe point tape or even cellophane tape applied to this structure before the cover is inshystalled will preclude the problem

8

Since weve progressed this far with the installation of the fabric we may as well wrap up the wings before we discuss techniques of tautening and doping even though youll almost cershytainly proceed past this point with each component before moving to the next

Wings with a chord greater than S8 inches will require sewing in some fashion If someone in the family is an expert on the old Singer sewing three panels together with a double seam is no big deal A person who isnt curshyrent on such a machine and perhaps doesnt even have a multi-needle rating will want to exercise another option An envelope cover with a pre-sewn tip shape involves only cementing the root rib and aileron bay Chordwise sewn seams do not want to be positioned dishyrectly over a rib but should be carefully aligned parallel to the ribs

Aileron cutouts can often present a problem Due to the concave structure in this bay the fabric will have a tenshydency to pull loose from the contour and bridge in a straight line between the upper and lower surface as the shrinking occurs This of course results in a bindshying aileron and cant be tolerated Varishyous airframe manufacturers have tackled this problem in various ways Cessna cut teeth in the aluminum on which the fabric is hooked Stinson attached metal strips with PK screws over the fabric and Ercoupe drilled a row of holes through which the fabric was stitched in place If your airplane has a cambered bay be sure you retain the contour in some way

[Editors Note 2006 Over the years more information has come to light regardshying the chemicals and other solvents used in both modem finishes and the older celshylulose-based finishes MEK and acetone in particular can be traced to chronic heath problems for people exposed to them for extended periods This isnt just added beshycause the legal staff says to do so Ive added it because you and I all know offriends or family members who have been made ill using these materials and we should all be more cautious of them Please do read the cautions and instructions for the covering system you choose and use proper breathshying and skin protection-HGFJ

(To be continued next month)

GET THE SKILLS TO GET IT BUilT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

JAN 19-21

JAN 26-28

JAN 27-28

FEB 17-18

MAR 3-4

MAR 3-4

WPAlM BEACH FL bull Repairman (LSA) Inspedion-Airplane

GRIFFIN GA bull TIG Welding

OSHKOSH WI bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull 60s Welding bull Introduction 10 Aircraft Building bull Sheel Metal Construdion

LAKELAND FL bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull Sheel Metal Construction

CORONA CA bull RV Assembly

DALlAS TX bull Composne Construction bull Eledrical Systems ampAvionics bull Fabric Covering bull Sheel Metal Construction

VISIT WWWSPORTAIR(OM OR CALL 1-800-967-5746 FOR DETAILS

EAA EAA SportAir Sponsors

~WORKSHOPS wwwpolyflbercom wwwalrcraftsprucecom---iro--shy

VINTAGE AIRPLANE 9

Fabrics and finishes and the installation thereof BY DIP DAVIS

Editors Note This seventh installment of the Restoration Comer covers the selection and installation of fabrics and finishes It will be presented in two parts The author Dip Davis needs no introduction to many restorers of vintage airmiddot craft having been associated with fabric covering for many years--GRC and HGF

There are almost as many opinions regarding the proper fabric and finshyish for antique and classic airplanes as there are people performing the task If you have a genuine showpiece which will be pampered and polished and flown only to air shows for championshyship judging then Grade A cotton fabshyric with innumerable coats of dope and uncountable hours of sanding and polshyishing is probably the route to take If however you plan to use the airplane for more mundane purposes such as occasional transportation and perhaps have less than ideal storage conditions between flights a synthetic fabric will be much more practical

Grade Ahas not only become more exshypensive than the alternatives it has also suffered in longevity Eighty pounds has always been the minimum allowable tenshysile strength for new fabric but several years ago when the demand was brisk and sales competition a factor cotton mills produced a long staple fabric which could test 90 lbs or better when fresh

Current production of Grade A of course meets the minimum standard but has far less margin for deterioration down to the 56-pound tensile strength that is the lowest allowable reading for an airplane with a wing loading of more than 9 pounds per square foot or a nevershyexceed speed of 160 mph or faster

Irish Aero Linen was an excellent alternative for years but is no longer available in this country at any price [That was true when this article was writshyten but Irish Linen Mil-Spec Grade A Cotshyton and other specialty fabrics and tapes are available from Vintage Aero Fabrics Ltd 316 Creekwood Drive Bardstown KY 40004502-349-1429 fax 502-349shy

1428 and e-mail at rossVintageaerofabshyricscom-HGFJ

Fortunately 30 years of field expeshyrience with Dacron fabrics has pretty well overcome all of the early problems with its use

Early Ceconite and Eonex had a texture approaching that of cordushyroy and was so stiff that at least three hands were reqUired to glue it around a corner In its favor was the fact that it proved to be almost indestructible and most of the airplanes which were covered with this material and are subshysequently having the fabric replaced again are doing so not because the fabshyric is bad but because the structure unshyderneath requires attention

Since the heavy (38 ounces per square yard) material proved to be virtually a lifetime cover the next evolutionary step was to produce a lighter-weight more flexible synthetic cloth Dacron weighing 27 ounces is actually slightly less in weight than Grade A cotton but provides a tensile strength approximately 25 greater as well as being far superior in resistance to deterioration from industrial polshylution and acid rain This has become the material of choice for the majority of re-coverers

Dope finishes which were developed for use on cotton and linen proved to be unsatisfactory on synthetic fabrics due to the hard slick texture of the threads with no nap or fuzz to grip the initial coats Even the airframe manufacturers who were pioneered in the use of the new materials were embarrassed to find the finish peeling off in sheets clear down to the bare fabric All of the mashyjor aircraft finish suppliers have long

since come up with magic potions as prime coats which will provide excelshylent adhesion to polyester fabric withshyout making the surface brittle

Assuming you have now been conshyvinced to choose a synthetic fabric for your cover job well proceed with the operation

Hopefully the airplane you are restorshying had the original (or previous replaceshyment) fabric still attached Never mind how tattered or bedraggled it has beshycome-remove it in as nearly intact conshydition as possible Wings are best stripped by slitting the trailing edge fabric with a razor blade and rolling the cover forward cutting the rib stitch cord as you go This should get it off in one piece which can then be folded in a reasonably small bunshydle and stored someplace for future refshyerence If the manufacturer used sheet metal screws or metal clips to secure the fabric to the ribs rather than rib stitching it will be necessary to peel the surface tapes from each rib so that the fasteners may be removed before peeling the main skin The object is to not destroy the old rag until you are through with the entire job You will puzzle over the location of reinforcement cutouts cable exits and the like for hours if you dont have the pattern to refer to

Inspection repair and protection of the structure from corrosion are imporshytant enough to be the subject of a sepashyrate treatise so well skip to the next chapter assuming that everything has been properly prepared and signed off as okay for cover by a duly authoshyrized inspector-type person

The FAAs Advisory Circular 4313shy1B chapter 3 has excellent guideline material on covering and finishing but

R EPRINTED FROM Vintage Airplane SEPTEMBER 198 6

VINTAGE AIRPLANE 7

addresses only cotton and linen thereshyfore much of the information is not applicable to synthetic fabrics The purshyveyors of your specific grade of polyesshyter material will furnish FAA-approved application and data which if followed carefully should produce good results If the instructions included with the products you intend to use conflict with what you read here ignore that portion of this article and follow the procedures given in the manual

Pre-sewn envelopes can save a little time and material and are available for more standard-production airplanes even though that production may have ceased many years ago These envelopes are merely slipped on like a sock and the open ends glued to the structure The only objection we ever hear raised to the use of pre-sewn covers is the sewn seam line particularly on a fuselage where it may leave an obvious ridge Careful installation and a watchful eye as the fabric is tautened can usually keep this line parallel to the longerons or stringers and close enough to them to be covered by a surface tape common to both The alternative method (well dismiss hand sewing the cover in place as totally out of the question) is to ceshyment yard goods directly to the strucshyture Most brands of finishing systems employ a cellulose cement for this purshypose Former model airplane builders will recognize the smell immediately upon opening the can Peeling this stuff off your fingers at the end of a session will also provide a nostalgia trip

Well hope the primer you used on the structure is not soluble in the cement a situation that results in a discolored mess at the attach points and may leave some bare tubing exposed to the elements If you have doubts about your primer test it by wiping it lightly with a rag which has been dipped in dope thinner If the thinner removes any material apply a coat of dope-proof finish such as an epshyoxy primer over the existing paint

Its not possible to compile one set of instructions which will apply to all shapes of airframes but in general ceshymenting the fabric first to the bottom longeron and pulling it up to cover each side individually works best The vertical fin on most airplanes can be

JANUARY 2007

covered with the same unbroken exshypanse of cloth as the fuselage side if the wider (64 to 66 inches) widths are used This technique will leave a vee-shaped opening forward of the fins leading edge and there must be a solid strucshytural member someplace within reach of the fabric edge to which the fabric can be cemented or it will be necessary to hand sew the two sides together at this highly visible pOint generally an unacceptable solution as it is nearly impossible to hide the stitches

Positioning the fabric is made easy by the use of spring clothespins which are still available at most hardware stores even though most people have forgotshyten their original purpose It is neither necessary nor desirable to stretch the fabric tightly when installing as is the case with cotton Just eliminate the puckers or gathers Fabric cement dries rapidly and it isnt possible to work a very long seam when cementing directly Remove one or two clothespins at a time brush a swath of cement to the structure or even better to the edge of the fabric itself press the fabric firmly onto the frame and rub enough to enshysure penetration reinstall the clothesshypin and move on to the adjacent area

A neat alternative to this method inshyvolves brushing a liberal coat of cement onto the entire structure when the fabshyric is attached and allowing it to dry completely before cutting the fabric to shape and clamping it in place with the same exotic tooling mentioned above The wrinkles may then be worked out and the fabric carefully positioned beshyfore brushing straight MEK or dope thinner onto the edges of the fabric where it contacts the structure This will soften the cement and allow it to be worked into the weave of the fabshyric by rubbing After the clothespins have been removed another coat of cement may be applied to the surface if it appears the weave has not been filled adequately Do not cement the fabric to stringers or intermediate structure only to the outer perimeter of the exshypanse of the fabric being installed so that the shrinkage can be evenly disshytributed when heat is applied Peneshytration of the sealer coats will provide adhesion every place the fabric conshy

tacts the substructure Top and bottom fabric panels are cut

to overlap the sides by approximately an inch and simply cemented in place This seam will later be covered by a surshyface tape

Ifyour airplane employs a doped fabshyric interior in lieu of upholstery panels as does the J-3 Cub the interior must be done before the outside fabric is inshystalled Youll find that even though small areas of fabric are involved and most of it can be done with leftover scraps the man-hours expended will exceed the time required to cover the outside of the fuselage An interior fabshyric kit is available for the J-3 for just a few bucks This provides sewn tabs for attachment to the tubing in the rear seat as required to give the authentic look Most other airplanes interiors are simply cut from yard goods

If this airplane is your initiation into the aromatic world of fabric covering you may wish to begin with a conshytrol surface or two before tackling the aforementioned fuselage Pre-sewn enshyvelopes make this task almost too easy and the all-cemented blanket method doesnt take a whole lot longer One piece of fabric will generally be wide enough to cover both sides of a surface Orientation of the weave of the fabric may be parallel in either direction One edge of the surface leading or trailshying edge will usually be a straight line or nearly so Fabric is wrapped around this edge and cemented to the opposhysite curved edge with a I-inch overshylap cemented onto the first side Hinge brackets may be covered with no cutshyouts made until the shrinking process has begun This will avoid excessively large slots being cut as the fabric moves around during tautening

Structural members such as the dishyagonal braces used on Aeronca horishyzontal stabilizers are below the surface of the ribs but only a fraction of an inch beneath skin level and if no protecshytive covering is applied to these tubes the fabric will have a tendency to glue itself down at unwanted spots when the primer coat is applied Chafe point tape or even cellophane tape applied to this structure before the cover is inshystalled will preclude the problem

8

Since weve progressed this far with the installation of the fabric we may as well wrap up the wings before we discuss techniques of tautening and doping even though youll almost cershytainly proceed past this point with each component before moving to the next

Wings with a chord greater than S8 inches will require sewing in some fashion If someone in the family is an expert on the old Singer sewing three panels together with a double seam is no big deal A person who isnt curshyrent on such a machine and perhaps doesnt even have a multi-needle rating will want to exercise another option An envelope cover with a pre-sewn tip shape involves only cementing the root rib and aileron bay Chordwise sewn seams do not want to be positioned dishyrectly over a rib but should be carefully aligned parallel to the ribs

Aileron cutouts can often present a problem Due to the concave structure in this bay the fabric will have a tenshydency to pull loose from the contour and bridge in a straight line between the upper and lower surface as the shrinking occurs This of course results in a bindshying aileron and cant be tolerated Varishyous airframe manufacturers have tackled this problem in various ways Cessna cut teeth in the aluminum on which the fabric is hooked Stinson attached metal strips with PK screws over the fabric and Ercoupe drilled a row of holes through which the fabric was stitched in place If your airplane has a cambered bay be sure you retain the contour in some way

[Editors Note 2006 Over the years more information has come to light regardshying the chemicals and other solvents used in both modem finishes and the older celshylulose-based finishes MEK and acetone in particular can be traced to chronic heath problems for people exposed to them for extended periods This isnt just added beshycause the legal staff says to do so Ive added it because you and I all know offriends or family members who have been made ill using these materials and we should all be more cautious of them Please do read the cautions and instructions for the covering system you choose and use proper breathshying and skin protection-HGFJ

(To be continued next month)

GET THE SKILLS TO GET IT BUilT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

JAN 19-21

JAN 26-28

JAN 27-28

FEB 17-18

MAR 3-4

MAR 3-4

WPAlM BEACH FL bull Repairman (LSA) Inspedion-Airplane

GRIFFIN GA bull TIG Welding

OSHKOSH WI bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull 60s Welding bull Introduction 10 Aircraft Building bull Sheel Metal Construdion

LAKELAND FL bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull Sheel Metal Construction

CORONA CA bull RV Assembly

DALlAS TX bull Composne Construction bull Eledrical Systems ampAvionics bull Fabric Covering bull Sheel Metal Construction

VISIT WWWSPORTAIR(OM OR CALL 1-800-967-5746 FOR DETAILS

EAA EAA SportAir Sponsors

~WORKSHOPS wwwpolyflbercom wwwalrcraftsprucecom---iro--shy

VINTAGE AIRPLANE 9

addresses only cotton and linen thereshyfore much of the information is not applicable to synthetic fabrics The purshyveyors of your specific grade of polyesshyter material will furnish FAA-approved application and data which if followed carefully should produce good results If the instructions included with the products you intend to use conflict with what you read here ignore that portion of this article and follow the procedures given in the manual

Pre-sewn envelopes can save a little time and material and are available for more standard-production airplanes even though that production may have ceased many years ago These envelopes are merely slipped on like a sock and the open ends glued to the structure The only objection we ever hear raised to the use of pre-sewn covers is the sewn seam line particularly on a fuselage where it may leave an obvious ridge Careful installation and a watchful eye as the fabric is tautened can usually keep this line parallel to the longerons or stringers and close enough to them to be covered by a surface tape common to both The alternative method (well dismiss hand sewing the cover in place as totally out of the question) is to ceshyment yard goods directly to the strucshyture Most brands of finishing systems employ a cellulose cement for this purshypose Former model airplane builders will recognize the smell immediately upon opening the can Peeling this stuff off your fingers at the end of a session will also provide a nostalgia trip

Well hope the primer you used on the structure is not soluble in the cement a situation that results in a discolored mess at the attach points and may leave some bare tubing exposed to the elements If you have doubts about your primer test it by wiping it lightly with a rag which has been dipped in dope thinner If the thinner removes any material apply a coat of dope-proof finish such as an epshyoxy primer over the existing paint

Its not possible to compile one set of instructions which will apply to all shapes of airframes but in general ceshymenting the fabric first to the bottom longeron and pulling it up to cover each side individually works best The vertical fin on most airplanes can be

JANUARY 2007

covered with the same unbroken exshypanse of cloth as the fuselage side if the wider (64 to 66 inches) widths are used This technique will leave a vee-shaped opening forward of the fins leading edge and there must be a solid strucshytural member someplace within reach of the fabric edge to which the fabric can be cemented or it will be necessary to hand sew the two sides together at this highly visible pOint generally an unacceptable solution as it is nearly impossible to hide the stitches

Positioning the fabric is made easy by the use of spring clothespins which are still available at most hardware stores even though most people have forgotshyten their original purpose It is neither necessary nor desirable to stretch the fabric tightly when installing as is the case with cotton Just eliminate the puckers or gathers Fabric cement dries rapidly and it isnt possible to work a very long seam when cementing directly Remove one or two clothespins at a time brush a swath of cement to the structure or even better to the edge of the fabric itself press the fabric firmly onto the frame and rub enough to enshysure penetration reinstall the clothesshypin and move on to the adjacent area

A neat alternative to this method inshyvolves brushing a liberal coat of cement onto the entire structure when the fabshyric is attached and allowing it to dry completely before cutting the fabric to shape and clamping it in place with the same exotic tooling mentioned above The wrinkles may then be worked out and the fabric carefully positioned beshyfore brushing straight MEK or dope thinner onto the edges of the fabric where it contacts the structure This will soften the cement and allow it to be worked into the weave of the fabshyric by rubbing After the clothespins have been removed another coat of cement may be applied to the surface if it appears the weave has not been filled adequately Do not cement the fabric to stringers or intermediate structure only to the outer perimeter of the exshypanse of the fabric being installed so that the shrinkage can be evenly disshytributed when heat is applied Peneshytration of the sealer coats will provide adhesion every place the fabric conshy

tacts the substructure Top and bottom fabric panels are cut

to overlap the sides by approximately an inch and simply cemented in place This seam will later be covered by a surshyface tape

Ifyour airplane employs a doped fabshyric interior in lieu of upholstery panels as does the J-3 Cub the interior must be done before the outside fabric is inshystalled Youll find that even though small areas of fabric are involved and most of it can be done with leftover scraps the man-hours expended will exceed the time required to cover the outside of the fuselage An interior fabshyric kit is available for the J-3 for just a few bucks This provides sewn tabs for attachment to the tubing in the rear seat as required to give the authentic look Most other airplanes interiors are simply cut from yard goods

If this airplane is your initiation into the aromatic world of fabric covering you may wish to begin with a conshytrol surface or two before tackling the aforementioned fuselage Pre-sewn enshyvelopes make this task almost too easy and the all-cemented blanket method doesnt take a whole lot longer One piece of fabric will generally be wide enough to cover both sides of a surface Orientation of the weave of the fabric may be parallel in either direction One edge of the surface leading or trailshying edge will usually be a straight line or nearly so Fabric is wrapped around this edge and cemented to the opposhysite curved edge with a I-inch overshylap cemented onto the first side Hinge brackets may be covered with no cutshyouts made until the shrinking process has begun This will avoid excessively large slots being cut as the fabric moves around during tautening

Structural members such as the dishyagonal braces used on Aeronca horishyzontal stabilizers are below the surface of the ribs but only a fraction of an inch beneath skin level and if no protecshytive covering is applied to these tubes the fabric will have a tendency to glue itself down at unwanted spots when the primer coat is applied Chafe point tape or even cellophane tape applied to this structure before the cover is inshystalled will preclude the problem

8

Since weve progressed this far with the installation of the fabric we may as well wrap up the wings before we discuss techniques of tautening and doping even though youll almost cershytainly proceed past this point with each component before moving to the next

Wings with a chord greater than S8 inches will require sewing in some fashion If someone in the family is an expert on the old Singer sewing three panels together with a double seam is no big deal A person who isnt curshyrent on such a machine and perhaps doesnt even have a multi-needle rating will want to exercise another option An envelope cover with a pre-sewn tip shape involves only cementing the root rib and aileron bay Chordwise sewn seams do not want to be positioned dishyrectly over a rib but should be carefully aligned parallel to the ribs

Aileron cutouts can often present a problem Due to the concave structure in this bay the fabric will have a tenshydency to pull loose from the contour and bridge in a straight line between the upper and lower surface as the shrinking occurs This of course results in a bindshying aileron and cant be tolerated Varishyous airframe manufacturers have tackled this problem in various ways Cessna cut teeth in the aluminum on which the fabric is hooked Stinson attached metal strips with PK screws over the fabric and Ercoupe drilled a row of holes through which the fabric was stitched in place If your airplane has a cambered bay be sure you retain the contour in some way

[Editors Note 2006 Over the years more information has come to light regardshying the chemicals and other solvents used in both modem finishes and the older celshylulose-based finishes MEK and acetone in particular can be traced to chronic heath problems for people exposed to them for extended periods This isnt just added beshycause the legal staff says to do so Ive added it because you and I all know offriends or family members who have been made ill using these materials and we should all be more cautious of them Please do read the cautions and instructions for the covering system you choose and use proper breathshying and skin protection-HGFJ

(To be continued next month)

GET THE SKILLS TO GET IT BUilT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

JAN 19-21

JAN 26-28

JAN 27-28

FEB 17-18

MAR 3-4

MAR 3-4

WPAlM BEACH FL bull Repairman (LSA) Inspedion-Airplane

GRIFFIN GA bull TIG Welding

OSHKOSH WI bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull 60s Welding bull Introduction 10 Aircraft Building bull Sheel Metal Construdion

LAKELAND FL bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull Sheel Metal Construction

CORONA CA bull RV Assembly

DALlAS TX bull Composne Construction bull Eledrical Systems ampAvionics bull Fabric Covering bull Sheel Metal Construction

VISIT WWWSPORTAIR(OM OR CALL 1-800-967-5746 FOR DETAILS

EAA EAA SportAir Sponsors

~WORKSHOPS wwwpolyflbercom wwwalrcraftsprucecom---iro--shy

VINTAGE AIRPLANE 9

Since weve progressed this far with the installation of the fabric we may as well wrap up the wings before we discuss techniques of tautening and doping even though youll almost cershytainly proceed past this point with each component before moving to the next

Wings with a chord greater than S8 inches will require sewing in some fashion If someone in the family is an expert on the old Singer sewing three panels together with a double seam is no big deal A person who isnt curshyrent on such a machine and perhaps doesnt even have a multi-needle rating will want to exercise another option An envelope cover with a pre-sewn tip shape involves only cementing the root rib and aileron bay Chordwise sewn seams do not want to be positioned dishyrectly over a rib but should be carefully aligned parallel to the ribs

Aileron cutouts can often present a problem Due to the concave structure in this bay the fabric will have a tenshydency to pull loose from the contour and bridge in a straight line between the upper and lower surface as the shrinking occurs This of course results in a bindshying aileron and cant be tolerated Varishyous airframe manufacturers have tackled this problem in various ways Cessna cut teeth in the aluminum on which the fabric is hooked Stinson attached metal strips with PK screws over the fabric and Ercoupe drilled a row of holes through which the fabric was stitched in place If your airplane has a cambered bay be sure you retain the contour in some way

[Editors Note 2006 Over the years more information has come to light regardshying the chemicals and other solvents used in both modem finishes and the older celshylulose-based finishes MEK and acetone in particular can be traced to chronic heath problems for people exposed to them for extended periods This isnt just added beshycause the legal staff says to do so Ive added it because you and I all know offriends or family members who have been made ill using these materials and we should all be more cautious of them Please do read the cautions and instructions for the covering system you choose and use proper breathshying and skin protection-HGFJ

(To be continued next month)

GET THE SKILLS TO GET IT BUilT AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS

JAN 19-21

JAN 26-28

JAN 27-28

FEB 17-18

MAR 3-4

MAR 3-4

WPAlM BEACH FL bull Repairman (LSA) Inspedion-Airplane

GRIFFIN GA bull TIG Welding

OSHKOSH WI bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull 60s Welding bull Introduction 10 Aircraft Building bull Sheel Metal Construdion

LAKELAND FL bull Composite Construdion bull Electrical Systems ampAvionks bull Fabric Covering bull Sheel Metal Construction

CORONA CA bull RV Assembly

DALlAS TX bull Composne Construction bull Eledrical Systems ampAvionics bull Fabric Covering bull Sheel Metal Construction

VISIT WWWSPORTAIR(OM OR CALL 1-800-967-5746 FOR DETAILS

EAA EAA SportAir Sponsors

~WORKSHOPS wwwpolyflbercom wwwalrcraftsprucecom---iro--shy

VINTAGE AIRPLANE 9

The VAA annual fundraising campaign fuels VAA activities at AirVenture Oshkosh

H G FRAUTSCHY

For more than three decades the vintage

airplanes and their enthusiasts have had their

own special area during the annual EAA conshy

vention Over the years its been a picturesque

scene of the finest restored airplanes seen in

this country a gathering place for aviation peoshy

ple and their magnificent machines to share

knowledge and friendships Weve been privishy

leged to see many one-of-a-kind airplanes in

our area Remember the Gee Bee R-1 replica

built by Steve Wolf and Delmar Benjamin

How about the lineup of Howards and Cessna

195s We can t forget the special Type Club

parking area where we host many examples

of a particular manufacturers airplane More

recently we ve been the Oshkosh home for the

inspiring National Air Tour the thunderous Trishy

Motor reunion and the American Barnstormers

Tour All of this is possible through the efforts

of the nearly 500 VAA volunteers the volunteer

VAA board of directors and the VAA staff

Their passion is what makes it a great place

to be throughout the week of AirVenture and

why so many visitors and aviation enthusiasts

come back year after year to work relax and enshy

joy aviations premier event EM AirVenture Oshshy

kosh Its a place to rekindle old friendships and

make new ones A time to relax and enjoy aviashy

tion learn something new and rub elbows with

our fellow aviators As you can imagine it takes

some fairly substantial financial resources to

underwrite such an event and the Vintage area

at EAA AirVenture is no exception

For the past four years the Vintage Aircraft

Association has by necessity elected to unshy

derwrite its EAA AirVenture activities with funds

other than members dues The proceeds from

this fund pay for all sorts of volunteer activities

and improvements to the VAA area It serves

as working capital for improvements such as

the new kitchen for the popular VAA Tall Pines

Cafe as well as for upkeep of many structures

There s never a shortage of windows that need

caulking doors that need to be replaced and

roofs that need to be repaired Plus every year

something new must be created to serve the

needs of the members and visitors as well

as replace some of our most aged or obsolete

10 JANUARY 2007

structures But how does all of this work get

funded To be certain almost all of the labor

involved is performed by our dedicated and

talented volunteers but what about the cost of

supplies and hardware

Thats where our Friends of the Red Barn

come in - it provides all of us who wish the

opportunity to assist in the vital financial supshy

port of the Red Barn area of EM AirVenture It

gives us the unique opportunity to be an esshy

sential element of an event that has no peer in

the entire world that being the world renowned

annual EM AirVenture Oshkosh gathering

Were most appreciative of the contribushy

tions made by hundreds of VAAers who see

the tangible benefits of supporting their fellow

VAA members in this manner As a critical part

of the VAA budget the fund pays for such dishy

verse items as VAA awards presented during

the annual EAA aircraft awards program speshy

cial recognition for our many volunteers and

expenses associated with our special displays

forums and educational areas such as the

VAA Workshop tent and the Type Club tent

Your annual contribution made in the first

half of 2007 will directly benefit this years conshy

vention activities and programs There are now

seven levels of gifts and recognition including

a new Diamond Plus giving level which entities

you to all benefits plus your choice of a Ken Koshy

tik aviation art print A portion of Kens artwork

can be viewed on his website at wwwKenKotishy

kAviationArtcom

Please consider actively participating in the

2007 VAA Friends of the Red Barn campaign

You donation may be tax-deductible to the exshy

tent allowed by law and you can enhance your

participation if you work for a matching gift

company You can do so by copying and filling

out the form included on these pages filling

out and sending in the form included in the

mailing that will arrive in your mailbox soon or

by donating online at wwwVintageAircraftorg

programsredbarnhtml If you desire more inshy

formation concerning the VAAs Friends of the

Red Barn campaign feel free to give us a call

at 920-426-6110 We d be happy to speak

with you

Many services are provided to vintage aircraft enthusiasts at EAA AirVenture Oshkosh From parking airplanes to feedmiddot ing people at the Tall Pines Cate and Red Bam more than 400 volunteers do it all Some may ask If volunteers are providmiddot ing the services where is the expense

Glad you asked The scooters for the flightline crew need repair and batteries and the Red Bam needs paint new winmiddot dowsills updated wiring and other sunmiddot dry repairs plus we love to care for our volunteers with special recognition caps and a pizza party The list really could go on and on but no matter how many expenses we can point out the need remains constant The Friends of the Red Bam fund helps pay for the VAA expenses at EAA AirVenture and is a crucial part of the Vintage Aircraft Association budget

Please help the VAA and our 4OOmiddotplus dedicated volunteers make this an unmiddot forgettable experience for our many EAA AirVenture guests Weve made it even more fun to give this year with more givmiddot ing levels to fit each persons budget and more interesting activities for donors to be a part of

Your contribution now really does make a difference There are seven levels of gifts and gift recognition Thank you for whatever you can do

Here are some of the many activimiddot ties the Friends of the Red Barn fund underwrites

bullRed Bam Information Desk Supplies Participant Plaques and Supplies bullTonis Red Carpet Express Repairs and

Radios bull Caps for VAA Volunteers bull Pizza Party for VAA Volunteers bull Flightline Parking Scooters and Supshy

plies bull Breakfast for Past Grand Champions bullVolunteer Booth Administrative Supshy

plies bull Membership Booth Administrative Supshy

plies Signs Throughout the Vintage Area bull Red Bam and Other Buildings Mainshytenance

bullTall Pines Cafe Construction And More

Ken Kotik Aviation Art Print

Close Anto Parking

Two TICkets to VAA Picnic

Tri Motor Certificate

Breakfast at Tall Pines Cafe

Special FORB Cap

Two Passes to VAA Volunteer Party

Special FORB Badge

Access to Volunteeer Center

Donor Appreciation Certificate

Name Usted Vintage Airplane Magaizne Website and Sign at Red Bam

1PersonFuM Wk

Dilamond Plus $1250

Full Week

2Tickets 2Tickets 2lickets

2PeoplefuM Wk 2PeopleFull Wk 2PeopleFull Wk

VAA Friends of the Red Barn Name____________________________________________________________EAA VAA Address___________________________________________________________________________________

CityStateZip____________________________________

Phone_________________________________________E-Mail______________________________________

Please choose your level of participation __ Diamond Plus $125000 __ Silver Level Gift - $25000 __ Diamond Level Gift - $100000 Bronze Level Gift - $10000 __ Platinum Level Gift - $75000 __ Loyal Supporter Gift - ($9900 or under) _ Gold Level Gift - $50000 __ Your Support $__ o Payment Enclosed (Make checks payable to Vintage Aircraft Assoc) o Please Charge my credit card (below) Mail your contribution to

EAA VINTAGE AIRCRAFT ASSOCCredit Card Number _________________________ Expiration Date ___

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VINTAGE AIRPLANE 11

ltellgt ~ eart~~ition

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LIN COL N MERCURY

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X-PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Motor Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan priCing which could save you as much as $2250 on a 2007 FORD EDGE

With $2250 in savings on a FORD EDGE you could pay for

bull Aviation Insurance bull Annuallnspection bull and your EAA Membership

bull Based on comparison of 2007 Ford Edge $36830 MSRP versus $34579 X-Plan price

2007 FORD EDGE Nothing about your life is ordinary In your world window shopshyping is a treasure hunt and remodeling is a hands-on opportunity Weekends are not wasted lying around Theyre to be filled gathering friends and finding new spots to dine Youve got a long list of sports to try and new activities to explore Youre all about bold moves-and looking to make another

EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands-Ford Lincoln Mercury Mazda Volvo Land Rover and Jaguar

Get your personal identification number (PIN) and learn about the great value of Partner RecognitionX-Plan pricing from the EM website (wwweaaorg) by clicking on the EAAlFord Program logo You must be an EM Member for at least one year to be eligibleThis offer is available to residents of the United States and Canada

Certain restrictions apply Available at participating dealers Please refer to wwweaaorg or call BOO-B42-3612

~ JAGUAR

LIN COL N MERCURY

An airmail beacon lights the way to

Whatever happened to the kid on the bicycle outside the fence at the loshycal airport Here is the story of one of those kids

This kid grew up in the New Hashyven Connecticut area back in the 30s I lived with my parents on a third-floor flatm a suburb of New Haven the Westshyville section Looking out the kitchen window to the north-northwest we could see a beacon light It flashed red and Whit-e as it sat on top of a ridge known as West Rock This beacon was part of the airmail route between New York City and Jiartford Connecticut The conqete $labfor that tower is still there bUt the tower is long gone It is nearlY above the tunnel on the presentshyday Wilbur Cross Parkway

Because of that airmail route and also because then was a municipal airshyport in New Haven (east of the city) and another old gras airpOrt in Bethshyany Connecticut aiqililne traffic was over our house just abOut all the time I saw every airplane conceivable at the time including World War II bombshyers transports and fighters that were being ferried tmvam Boston and overshyseas As soon as I heard an airplane engine my eyes would look skyward and because of my wood and paper model-airplane building I could idenshytify most every one

After going through the local grade and junior high schools I graduated from Hillhouse High School right next

BY Ev CASSAGNERES

to the campus of Yale University and have since spent much of my working life as either a Yale employee or consulshytant in engineering

During WWII and mostly toward the end of the war I became a successshyful bicycle racer mainly long-distance road racing (Tour de France type of racshying) I also did a fair amount of actual track racing and working at the proshyfessional six-day bicycle races in New York City My parents never owned a car or even a license to drive one so my sole mode of transportation was not surprisingly the bicycle

To see and take pictures of real airshyplanes on weekends I would cycle up to Bethany Airport a trip of about 8 miles After school Id sometimes pedal out to the New Haven Municipal Airport known today as Tweed-New Haven Airshyport (named after John Jack Tweed former manager)

When World War II ended in 1945 it took me just a few minutes to ride my trusty Columbia tank bicycle (this was before I learned about bicycle racshying on bikes with skinny tires) out to the New Haven airport to ask for a job doing IIanything just to be around real airplanes Afshyter the Air Corps pulled out and the field was open for civilian use the first operator (FBO) was Walt Reynshy

olds who also operated as a satellite facility so at both places mainly

It was a happy day me as a lineboy at New amplty ~

rate of 60 cents an hour I could in money (if I had a hot date on weekend) or flying time toward a license-dual in the J-3s The tailed regular sweeping out of the gar (which today has been rebuilt the main passenger terminal) working in the shop and helping the mech~IIlks

dope rib stitch or do whatever on needing repair rebuild or relicensing ~i for their yearly inspection

My main job was to take care flightline I loved every minute of it all of it even any dirty work involved Just to be near airplanes and to be able to touch them was pay enough for me This was before I either learned or noshyticed there was another type of human being known to most people as girlS Although these girls did work their way into my social life airplanes never ceased to be a strong competitor for my individual attention Need I say more on that subject I think not

Anyway part of the training was learning how to be careshy

ful with handling airplanes when moving them

1946 Piper 1-3-65 NC92051 owned by Usher Aviation at New Haven in which Ev took his dual instruction

Henry DuPonts private Beech Staggerwing NC1030 an airplane Ev took care of often when Mr DuPont would visit the local area where he owned a summer home

around Ninety percent of them were of the tail wheel type Well sir how could a young buck like me be that close to these wonderful flying machines and not want to learn to fly them Was that a secret desire or what

So to make a somewhat long story short my line training and learning to fly worked side-by-side or hand-inshyhand you might say

Engines had to run for an airplane to fly which meant they had to be started somehow right Most of the smaller training type of airplanes of the time Cubs Aeroncas T-Crafts and the like did not have starters They had to be hand-propped to get them going So part of my line training to be more useshyful and productive in my job was to learn how to do just that anytime one of the Cubs or a transient came in for fuel and other services

I also had to take care of those regushylar duties such as fueling putting in oil and washing the windshield which we always did in those days I loved it I still relish the opportunity to prop an airplane any airplane any engine and even the larger radials Its great fun satshyisfying healthy from the standpoint of exercise (not healthy if one is careless)

1 4 JANUARY 2007

and productive proving self-worth and its good for ones self-esteem

I recall many a time when a T-6 Twin Beech D-18 Staggerwing BT-13 Cshy45 Gullwing Stinson etc might come in with a dead battery especially in the winter months and need a start to get the pilot home I would just have to hand-prop it and honestly I loved it

Actually the larger they are the easier they are to get started as anyshyone in our antique community will atshytest to or at least those of us who are a bit older

But how did they teach us to do hand propping With lots of respect for what was to be accomplished and what could happen if we became cocky or careless particularly if we had a devil-may-care type of attitude The commands were simple and should be precisely the same today when starting up one of these wonderful old birds Commands such as Switch off Off and open Throttle closed Throttle cracked Brakes and the final word CONTACT Without question a defishynite rapport between the propper and the pilotaviator needed to be estabshylished Nothing sloppy here my friend

And the guy on the propeller end

should never I mean never trust any pilot Always treat the engine as if its magnetos were HOT Because they reshyally could be HOT

I have stood on the sidelines at Oshkosh many times and observed highshytime professional pilots sitting in some gorgeous antique and using terms such as Okay Im all set or Go ahead (go ahead and what) And Ive seen the guy on the prop end using almost the same language It made me sick Its a wonder there have not been serious or fashytal casualties wherever these guys go

Working as a lineboy also gave one a chance to observe real aviators I was very very fortunate to get to know the instructors and the guys doing charter etc personally and the way they conshyducted themselves I even walked like them the next day at school because thats the way real aviators walk Taking dual in t h e J-3s I had three ex-military fighter pilots as my instrucshytors Bill Williams a P-47 pilot Wayne Tarbox P-47 pilot and a real character and Art Schiebel who I think flew the Curtiss P-40 Great men who were pleasshyant but demanded perfection and who still kept the fun factor in the syllabus

I have to admit here that many times after a grueling dual ride I would get out of the airplane and walk toward the flight office thoroughly discouraged feeling that maybe I was just not cut out for that kind of stuff I should stay on the bicycle Id think But after a

The author is shown a red line for the coarse and learning to here in Piper J-3-65 do wind vectors and all the rest NC92441 (the airplane After having flown professionally is now registered to Ron with all the electronic toys I still fly Smith of Ripon Califorshy cross-country in my trusty Cessna 170B nia) sometime after his the old way and love every minute of solo when he had enough it I may get a bit off the exact course flight time to move into once in a while but I get there And the front seat which he I am always looking out the windowsaid was like sitting on watching for traffic and keeping my finshythe engine the first time ger on the chart showing where I am at he tried this One really the moment or pretty close to it Its a learned how to taxi with lot of fun challenging simple and reshythe stick full back in

warding-and hey I do enjoy soaking ones lap

up the beautiful scenery few days my enthusiasm would be reshy wheel-type airplane on the flightline Who needs GPS on the East Coast if charged and I was again ready for more When students walk in off the street to one is going south Just keep the ocean of the same challenges sign up for flying lessons thats what on the left and the land mass on the

There were lots of other flying stushy you put them in for no less than 10 right you cant miss Just the opposite dents there at the time many of whom hours of dual Forget the radio stuff for on the West Coast (they tell me) were on the GI Bill veterans of the war those 10 hours just teach them to fly Anyway sorry I got a bit sidetracked Most of them learned pretty fast and the airplane under all kinds of condishy from the gist of the title of this story soloed in eight hours I was the slow tions especially wind conditions Once but I could not resist getting into some one having soloed in eight hours and they have mastered proper techniques of the ways many of us old-timers got five minutes (off Runway 32 in J-3 in that area then get them started into started into this business the fun we NC88274) Also on the line then were radio and navigation requirements And have had and the love of it all which J-3 NC920S1 NC91970 NC70779 when I say navigation I dont mean goshy most of us I am sure have never lost NC42672 NC92441 and NC6933H ing right into GPS or even VOR but usshy Boy have we stayed in line I now wonder as I write this story if ing a sectional chart the compass and ever since ~ anyone out there knows of the where- r--------------------------------shy

abouts of any of the Cubs mentioned Have any of them survived [Editors Note NC88274 is currently registered to the North American Flying Club ofColumshybus Ohio Two others on that list are also still registered-HGF]

As most of us old-timers know all of the airplanes we flew in those days had conventional landing gear which means they had two main wheels up front with a little tail wheel in back Thats all we ever flew until the Ershycoupe and Piper Tri-Pacer came on to the scene which seemed like cheatshying when it came to landing the darn things I still get rather bored when I have to fly a nosewheel light airplane Theres no challenge to it its as though the aeronautical engineer is actually The Clear Choice When Yourmiddot_VIW landing the ship

But all of that was excellent training for us as we went on up the ladder to earn other rating to get us into the proshyfessional category flying sophisticated wwwpolyfibercomand high-speed airplanes

I still say after all these years that Poly Fber IS a D vIsIon of every flight school should have a tail- Consolidated AIrcraft Coatings

VINTAGE AIRPLANE 15

1946 Piper 1-3-65 NC92051 owned by Usher Aviation at New Haven in which Ev took his dual instruction

Henry DuPonts private Beech Staggerwing NC1030 an airplane Ev took care of often when Mr DuPont would visit the local area where he owned a summer home

around Ninety percent of them were of the tail wheel type Well sir how could a young buck like me be that close to these wonderful flying machines and not want to learn to fly them Was that a secret desire or what

So to make a somewhat long story short my line training and learning to fly worked side-by-side or hand-inshyhand you might say

Engines had to run for an airplane to fly which meant they had to be started somehow right Most of the smaller training type of airplanes of the time Cubs Aeroncas T-Crafts and the like did not have starters They had to be hand-propped to get them going So part of my line training to be more useshyful and productive in my job was to learn how to do just that anytime one of the Cubs or a transient came in for fuel and other services

I also had to take care of those regushylar duties such as fueling putting in oil and washing the windshield which we always did in those days I loved it I still relish the opportunity to prop an airplane any airplane any engine and even the larger radials Its great fun satshyisfying healthy from the standpoint of exercise (not healthy if one is careless)

1 4 JANUARY 2007

and productive proving self-worth and its good for ones self-esteem

I recall many a time when a T-6 Twin Beech D-18 Staggerwing BT-13 Cshy45 Gullwing Stinson etc might come in with a dead battery especially in the winter months and need a start to get the pilot home I would just have to hand-prop it and honestly I loved it

Actually the larger they are the easier they are to get started as anyshyone in our antique community will atshytest to or at least those of us who are a bit older

But how did they teach us to do hand propping With lots of respect for what was to be accomplished and what could happen if we became cocky or careless particularly if we had a devil-may-care type of attitude The commands were simple and should be precisely the same today when starting up one of these wonderful old birds Commands such as Switch off Off and open Throttle closed Throttle cracked Brakes and the final word CONTACT Without question a defishynite rapport between the propper and the pilotaviator needed to be estabshylished Nothing sloppy here my friend

And the guy on the propeller end

should never I mean never trust any pilot Always treat the engine as if its magnetos were HOT Because they reshyally could be HOT

I have stood on the sidelines at Oshkosh many times and observed highshytime professional pilots sitting in some gorgeous antique and using terms such as Okay Im all set or Go ahead (go ahead and what) And Ive seen the guy on the prop end using almost the same language It made me sick Its a wonder there have not been serious or fashytal casualties wherever these guys go

Working as a lineboy also gave one a chance to observe real aviators I was very very fortunate to get to know the instructors and the guys doing charter etc personally and the way they conshyducted themselves I even walked like them the next day at school because thats the way real aviators walk Taking dual in t h e J-3s I had three ex-military fighter pilots as my instrucshytors Bill Williams a P-47 pilot Wayne Tarbox P-47 pilot and a real character and Art Schiebel who I think flew the Curtiss P-40 Great men who were pleasshyant but demanded perfection and who still kept the fun factor in the syllabus

I have to admit here that many times after a grueling dual ride I would get out of the airplane and walk toward the flight office thoroughly discouraged feeling that maybe I was just not cut out for that kind of stuff I should stay on the bicycle Id think But after a

The author is shown a red line for the coarse and learning to here in Piper J-3-65 do wind vectors and all the rest NC92441 (the airplane After having flown professionally is now registered to Ron with all the electronic toys I still fly Smith of Ripon Califorshy cross-country in my trusty Cessna 170B nia) sometime after his the old way and love every minute of solo when he had enough it I may get a bit off the exact course flight time to move into once in a while but I get there And the front seat which he I am always looking out the windowsaid was like sitting on watching for traffic and keeping my finshythe engine the first time ger on the chart showing where I am at he tried this One really the moment or pretty close to it Its a learned how to taxi with lot of fun challenging simple and reshythe stick full back in

warding-and hey I do enjoy soaking ones lap

up the beautiful scenery few days my enthusiasm would be reshy wheel-type airplane on the flightline Who needs GPS on the East Coast if charged and I was again ready for more When students walk in off the street to one is going south Just keep the ocean of the same challenges sign up for flying lessons thats what on the left and the land mass on the

There were lots of other flying stushy you put them in for no less than 10 right you cant miss Just the opposite dents there at the time many of whom hours of dual Forget the radio stuff for on the West Coast (they tell me) were on the GI Bill veterans of the war those 10 hours just teach them to fly Anyway sorry I got a bit sidetracked Most of them learned pretty fast and the airplane under all kinds of condishy from the gist of the title of this story soloed in eight hours I was the slow tions especially wind conditions Once but I could not resist getting into some one having soloed in eight hours and they have mastered proper techniques of the ways many of us old-timers got five minutes (off Runway 32 in J-3 in that area then get them started into started into this business the fun we NC88274) Also on the line then were radio and navigation requirements And have had and the love of it all which J-3 NC920S1 NC91970 NC70779 when I say navigation I dont mean goshy most of us I am sure have never lost NC42672 NC92441 and NC6933H ing right into GPS or even VOR but usshy Boy have we stayed in line I now wonder as I write this story if ing a sectional chart the compass and ever since ~ anyone out there knows of the where- r--------------------------------shy

abouts of any of the Cubs mentioned Have any of them survived [Editors Note NC88274 is currently registered to the North American Flying Club ofColumshybus Ohio Two others on that list are also still registered-HGF]

As most of us old-timers know all of the airplanes we flew in those days had conventional landing gear which means they had two main wheels up front with a little tail wheel in back Thats all we ever flew until the Ershycoupe and Piper Tri-Pacer came on to the scene which seemed like cheatshying when it came to landing the darn things I still get rather bored when I have to fly a nosewheel light airplane Theres no challenge to it its as though the aeronautical engineer is actually The Clear Choice When Yourmiddot_VIW landing the ship

But all of that was excellent training for us as we went on up the ladder to earn other rating to get us into the proshyfessional category flying sophisticated wwwpolyfibercomand high-speed airplanes

I still say after all these years that Poly Fber IS a D vIsIon of every flight school should have a tail- Consolidated AIrcraft Coatings

VINTAGE AIRPLANE 15

The author is shown a red line for the coarse and learning to here in Piper J-3-65 do wind vectors and all the rest NC92441 (the airplane After having flown professionally is now registered to Ron with all the electronic toys I still fly Smith of Ripon Califorshy cross-country in my trusty Cessna 170B nia) sometime after his the old way and love every minute of solo when he had enough it I may get a bit off the exact course flight time to move into once in a while but I get there And the front seat which he I am always looking out the windowsaid was like sitting on watching for traffic and keeping my finshythe engine the first time ger on the chart showing where I am at he tried this One really the moment or pretty close to it Its a learned how to taxi with lot of fun challenging simple and reshythe stick full back in

warding-and hey I do enjoy soaking ones lap

up the beautiful scenery few days my enthusiasm would be reshy wheel-type airplane on the flightline Who needs GPS on the East Coast if charged and I was again ready for more When students walk in off the street to one is going south Just keep the ocean of the same challenges sign up for flying lessons thats what on the left and the land mass on the

There were lots of other flying stushy you put them in for no less than 10 right you cant miss Just the opposite dents there at the time many of whom hours of dual Forget the radio stuff for on the West Coast (they tell me) were on the GI Bill veterans of the war those 10 hours just teach them to fly Anyway sorry I got a bit sidetracked Most of them learned pretty fast and the airplane under all kinds of condishy from the gist of the title of this story soloed in eight hours I was the slow tions especially wind conditions Once but I could not resist getting into some one having soloed in eight hours and they have mastered proper techniques of the ways many of us old-timers got five minutes (off Runway 32 in J-3 in that area then get them started into started into this business the fun we NC88274) Also on the line then were radio and navigation requirements And have had and the love of it all which J-3 NC920S1 NC91970 NC70779 when I say navigation I dont mean goshy most of us I am sure have never lost NC42672 NC92441 and NC6933H ing right into GPS or even VOR but usshy Boy have we stayed in line I now wonder as I write this story if ing a sectional chart the compass and ever since ~ anyone out there knows of the where- r--------------------------------shy

abouts of any of the Cubs mentioned Have any of them survived [Editors Note NC88274 is currently registered to the North American Flying Club ofColumshybus Ohio Two others on that list are also still registered-HGF]

As most of us old-timers know all of the airplanes we flew in those days had conventional landing gear which means they had two main wheels up front with a little tail wheel in back Thats all we ever flew until the Ershycoupe and Piper Tri-Pacer came on to the scene which seemed like cheatshying when it came to landing the darn things I still get rather bored when I have to fly a nosewheel light airplane Theres no challenge to it its as though the aeronautical engineer is actually The Clear Choice When Yourmiddot_VIW landing the ship

But all of that was excellent training for us as we went on up the ladder to earn other rating to get us into the proshyfessional category flying sophisticated wwwpolyfibercomand high-speed airplanes

I still say after all these years that Poly Fber IS a D vIsIon of every flight school should have a tail- Consolidated AIrcraft Coatings

VINTAGE AIRPLANE 15

ASialwart Survivor ~07U ~ie fokZen ~~~

Its always a special treat to see one of the aircraft from the golden age in flying condition especially when there is less than a handful of that particushy

lar make and model registered today So when Vintage Aircraft Associashytion member Bob McCorkle arrived at EAA AirVenture Oshkosh 2006 for the very first time in his much-loved 1935 Kinner Sportster B an intrigued crowd had gathered before he even had the aircraft tied down

McCorkle patiently answered questions as the midday sun blazed overhead explaining there are two of these flying and the model B-2 is called the Sportwing-it looks like this Sportster except its wingspan is shorter and it has really sexy wheelshypants To my knowledge theres one legitimate Sportwing in Oklahoma and I think thats flying

Beguiling Model B Owning and flying a rare airplane

can be an interesting and pleasurable experience and that notion lured McCorkle into buying the Sportster as a project in 1982 He was a heshylicopter pilot in the Marine Corps then and knew he wanted to fly recshyreationally afterward Flying low and slow was something I really enshyjoyed reflects McCorkle elaboratshying that knew Id never have the money to fly the kind of performance aircraft that I flew in the military so I wanted to fly something that was different that would give me a speshycial feeling about aviation

McCorkle purchased the Sportster B project from a gentleman who was a B-24 pilot during World War II and recalls thatall the parts and pieces were there including the windscreen and instruments It basically needed recovering and an engine overhaul

Unbeknownst to him at the time though it would turn into a rather long-term project-about 22 years worth-before it was airworthy again and ready to make its public debut In hindsight he says he was really in over my head Back then I was livshying in Anaheim California I met a fellow there who was building a Mar-

quart Charger and some friends of his were restoring a Stinson Reliant Those guys were all master craftsshymen so I became their chief gopher In turn they helped me get on track with the Sportster and hooked me up with Ed Marquart at Flabob Airport

Bit 0 History Since Bert Kinshy

ner is likely known best for his Kinner engines lets take a brief look back in history to learn a bit more about his active interest in designing and manshyufacturing aircraft He built several airshyplanes in the 1920s

Bob McCorkle of Danbury Connecticut with his 1935 including the Kinner Sportster BAirster biplane and

monoplane By the late 1920s according to aviation hisshytorian Joseph Juptner in his US Civil Aircraft series Kinner bought a Bolte Sportplane for which he proceeded to design folding wings-it was this modified low-wing open-cockpit airshyplane that inspired Kinner to focus on the development of the Sportster Max Harlow took Kinners concept to the drawing board and refined it and the folding-wing Sportster K emerged It received approved type certificate (ATC) 490 in August 1932 and was marketed to the sportsman pilot It was a two-place open-cockpit lowshywing airplane powered by the 100-hp Kinner K5 Its predictable flying charshyacteristics soon landed it in the world of pilot training around three dozen were manufactured and six are on the FAA registry today

Even though the Great Depression was casting a dismal shadow on the nation the Kinner Airplane and Moshytor Corporation Ltd of Glendale Calshyifornia was still vying for its share of

the sportsman market with the addishytion of its new Sportster B (and B-1 which had a slightly higher baggage allowance) which received ATC 516 in September 1933 Powered by the 125-hp Kinner B5 it measured 24 feet 2 inches from nose to tail stood 7 feet tall and had a wingspan of 39 feet It carried 35 gallons of fuel burned around 7 gph cruised just under 100 mph with a 440-mile range and had a gentle landing speed of 40 mph Inshyterestingly the Type Certificate Data Sheet notes thatall eligible aircraft must be equipped with 3-lb lead balshyance weight in leading edge of each aileron Required Class I equipment included a battery Heywood starter 19x19-3 wheels and tires with brakes an 8-inch streamline tail wheel and a wood propeller It had primary inshystrumentation for recreational flying or basic pilot training altimeter air speed indicator compass tachomshyeter oil pressure and temperature gauges and a fuel gauge Optional

VINTAGE AIRPLANE 17

Class III equipment included an adshyjustable metal propeller a removable coupe-top a 24-gallon fuel tank (reshyplacing the standard 3S-gallon tank) a heater radio and skis Nine Sport- Only three B-2Rs were built however ster B models were built and only four were built as the Timm 160 after two model B-1s of those three Bs Kinner went bankrupt in 1937 and and one B-1 are registered today Timm Aircraft Company acquired its

The Kinner lineage continued into manufacturing rights The design influshythe 1930s with various models in- ence of the strut-braced low-wing Kinshycluding the Playboy R-1 a one-off ner form with its distinctive tall tail low-wing design complemented by ~ and clean lines can be traced at least as wheelpants and a 160-hp Kinner RS == far forward as the 1940s Call-Air

engine Then the Sportwing B-2 ap- [ bull 4 ~~~~~~Jl peared having earned ATC S22 in Oe- ___ ---390 -- Helping Hands cember 1933 The Sportwing like the Back in 1982 after McCorkle purshySportster was powered by the 12S-hpshy chased NC14288 he moved it to a Kinner BS but it had a wingspan of hangar at Flabob to commence work only 34 feet S inches and was more on it But soon thereafter he relocated streamlined with the addition of a to Seattle Washington-which was blister cowl and wheelpants Eight B- still close enough to occasionally make 2s were built and only one is on the the pilgrimage south to work on the

f-o-~~~~--24middot- 2- - - ----1registry today Next came a racy-lookshy airplane but not frequently enough ing four-place cabin low-wing-the to make measurable progress A few Envoy C-7 powered by a 300-hp years later he made a career-induced

III wanted to fly Kinner C7-four civilian models were move-this time all the way across the built and several were also sold to the something that country-and settled in Connecticut United States Navy Then came the All the while the Sportster remainedwas different Playboy R-S with a 160-hp Kinner enshy at Flabob languishing by default beshygine-it too was a cabin low-wing that would ive tween periods of sporadic restoration and at least eight of these were built work The geographic distance factor me a special one is listed on the registry today combined with a limited budget proshyee Ing __ _

In 1936 the Sportwing B-2R with f I- longed the project although he did reshyits 160-hp Kinner RS was introduced ceive significant help from kind and- Bob McCorkle 18 JANUARY 2007

The simple cozy cockpit of the Sportster B

Abaggage compartment inside each wing stub below the wing walk holds 40 pounds

generous individuals who were in the airplane restoration business Most noshytable among these were Marquart jan Johnson and Ray Stits

liEd Marquarts technical expertise is unsurpassed elaborates McCorkle and without his craftsmanship none of the hard things would have gotten done jan johnson took over the project when my career forced me to move out of the area her fabric and paintwork speaks for itself And many years ago when money was tight Ray Stits doshynated most of the fabric and paint used in this project There were many more people who also contributed at various times the Sportster would never have been completed without the help of all

the individuals involved Pilot Johnson of California who

first learned about fabric covering at an AirVenture workshop built her own Woody Pusher in the late 1980s and was glad to lend a helping hand on the Sportster B She did some work on the wings as well as fabric installashytion rib stitching and painting She was willingly devoted to the project yet found that it was very tediOUS putting on the tapes over each one of those wooden stringers youve got to really place those things carefully to get them straight-that was a lot of work When it came time to paint I used a compressed air system instead of the high-volume low-pressure sysshy

tern which I normally use-and it was over 100 degrees when I painted the blue stripes and that was tricky

This seemingly endless restoration project eventually culminated when the Sportster B was finally declared airworthy late in the summer of 2004 thanks to numerous pairs of helping hands which were guided by experishyence and expertise and energized by a singular desire to see a golden age survivor return to its home aloft

Sportster Construction NC14288 was manufactured in early

1935 with an empty weight of 1226 pounds a gross weight of 1875 pounds and a baggage capacity of 80 pounds which was adequate for the student or recreational pilot The baggage compartshyments which are neatly concealed inshyside the wing stubs below the wing walk on each wing can each accommodate 40 pounds After stowing their belongshyings pilot and passenger could grasp a convenient handhold on the fuselage hop up on the left and right wing walk and swing open their respective cockshypit doors Settling down inside the cozy cockpit on the side-by-side bench seat they had just enough forward visibilshyity to peer through the windscreen and see the Kinners cylinders projecting from the cowling Just underneath that bench seat on the lower side of the fushyselage is a fairly large removable panel which provides handy access to the inshyterior of the fuselage

The fabric-covered Sportster B feashytured dual control sticks and rudder pedshyals mechanical heel brakes (pilots side only) and an effective dual trim tab sysshytem for the elevators The steel tube fushyselage was faired to shape with wooden stringers and formers and its integral wing stubs housed attachment points for its tripod gear as well as the wings The strut-braced low wings were conshystructed of wooden spars and truss-type ribs while the tail group was steel tubshying with external double wire bracing Oleo shock absorbers and a wide wheel tread facilitated smooth landings

Kinner Power The Sportster B is powered by a

125-hp five-cylinder Kinner B5 ra-

VINTAGE AIRPLANE 19

The Sportsters slender tall tail is enshyhanced by graceful curves The tail group is double-wire braced and the elevators have a dual trim tab system

20 JANUARY 2007

Note the landing gear attachment points on the wing stub and the inspection access panel (open in this photo) on the lower side of the fuselage Close-up view of the Sportsters wood ribs and spars

dial of which McCorkle is especially proud This airplane came with a B5 on it back in 1935 and it probably had the front exhaust with a collector ring he explains with a smile but the front exha ust heads had some problems with cracking so we went to rear exhaust heads on this engine Hugo Bartel of Pennsylvania rebuilt it so it s brand new and the brightshywork on it is really nice

Handling Characteristics McCorkle is unabashedly enthusishy

astic about his Sportster B and enjoys being able to share it with fellow avishyation enthusiasts across the country Its a great airplane and it has great lines he proclaims adding its surshyprisingly firm and responsive with its cable-operated controls I attribute that to the weighted ailerons and rea-

Pilot Jan Johnson of San Gabriel Calishyfornia enjoyed helping restore the Sportster at Flabob Airport

sonably large rudder working a 24shyfoot moment arm I havent flown any acrobatics since I was flying T-28s at Pensacola so I have not had any desire to push this airplane in that way About the most aggressive Ive gotten with her is to do some lazyshyeights and wingovers and in those maneuvers she gives you every indishycation that she would stand on her ear if asked They talk about her beshying pretty docile to land and she is on grass but on pavement she was a handful with a fully castering tail wheel It didnt lock and you cant taxi this airplane with rudder

That fully swiveling tail wheel comshybined with a stiff cross-wind landing created the opportunity for some adshyditional work on the Sportsters wings and landing gear according to McshyCorkle who says The craftsmanship and fabric work by Gary and Michael Hartie of Aircraft Management Services in New Cumberland Pennsylvania nicely complements the work that was previously performed by Ed and Jan in California We decided to make the tail wheel controllable and its a much more reasonable airplane on pavement now Before I did wheel landings and now Ill do three-point landings

For his initial checkout in the Sportshyster a couple of years ago McCorkle turned to Ron Caraway a seasoned pilot and flight instructor who lives

in Apple Valley California It didnt take long for them to discover that the Sportster needed some landing gear adjustments There was toe-in on the landing gear which made it very unshystable recalls McCorkle elaborating so Ron and a friend of his Jim Chapshyman helped fix that which enabled me to fly it across the country

Across the Country It was July 2004 when McCorkle

and NC14288 set out upon their first long cross-country-which took him all the way from California to Conshynecticut A friend accompanied him as far as EI Paso Texas and McCorkle has a 30-page log of the entire adshyventure which was a satisfying mileshystone for him Coming across the Mojave we rode a thermal to 5500 feet my original plan was to go to Grand Junction he explains but I needed to get to 8500 feet to do it and I couldnt hold that thermal So along about Phoenix I was looking at the foothills of the Rockies on the right and we picked our way through the Rockies down to EI Paso I flew solo from there all the way home

He logged about 36 hours of flight time on that trip with 18 stops along the way It was as he says a pretty uneventful flight and those are good ones to have He was weathshyered in only one day and flew two

GILLES AUUARD

or three legs per day Those legs avershyaged about two and a half hours but no more than three

In 2006 he and the Sportster B flew at least two special cross-counshytries-in July to AirVenture in Wisshyconsin for the first time and then in September to the Antique Airplane Associations annual invitational flyshyin in Blakesburg Iowa McCorkle says he was surprised at how few airplanes from the golden age were at Oshkosh but now having made the trip myself I kind of understand at least one reason why that might be-Im going to spend a week tryshying to clean her up after this flight

But perhaps those cleanup and mainshytenance chores will be outweighed for McCorkle by the joy of grassroots flyshying across our scenic country all the while listening to the unique percusshysion of that Kinner radial and feeling the fresh air swirling through the open cockpit And if that isnt enough to enshytice him to keep flying to national and regional fly-ins theres also the invigoshyrating warmth of the inner glow that comes from taxiing up to a tie-down area and watching the smiles light up the faces of those whove never before seen a Kinner Sportster B in the flesh as their lips form that by-now familshyiar question What kind of airplane is it McCorkle will have a cheerful anshyswer for them

VINTAGE AIRPLANE 21

The First Clipwing craftTayl

A

A few weeks ago we sat down with EAAs

founder and chairman of the board

Paul Poberezny to chat about a fun little

airplane he created out of a 1940 Taylorshy

craft Paul was looking for something that

he could use on a regular basis and a preshy

viously clipped lightplane served as an inshy

spiration to Paul to create his own little

speedster Heres our interview with Paul

-HGF

HGF How did Little Poopshydeck come to be

PHP It was a 1940 40-hp airplane that hadnt been damaged or anyshything r just bought it whole less engine and decided that Id like a faster cross-country airshyplane I was stationed at Yolk Field (it was called Camp Douglas at that time) I had a BT-13 and an Army National Guard L-17 r thought it would be kind of nice to fly back and forth at a roaring speed of about

13S mph About that same

time I had an opportushynity to fly Duane Coles Clipwing Cub Little Bit and I think that would be about the same time-48 or soshyat Hales Corners airshyport That inspired me because it was a little snappier than dragging a lot more wing along So I took the project and started on that one r took the wings comshypletely apart r used the extra wing ribs from the

22 JANUARY 2007

wings that I clipped down to 26 feet (I took out a total of 10 feet) doubled all the wing ribs on the wings for extra load and so forth and I put a Continental engine in it with the Ex-Cell-O fuel-injection system so I could operate it upside down It was an 8S-horse engine I designed a different cowling and I used a nosebowl from something that I dont recall offhand

I brought the wings in at the wing root like a Fairchild 24 and built a windshield that sloped back-it was a two-piece windshyshield-sloped to the front spar area I converted it to a control stick on the left side-just a single seat

on the left side of the airplane

HGF What about the fuel system PHP I put a Luscombe tank behind

me And then I got a 2-gallon tank out of an Aeronca Defender that was on my right side on the floor Then when I was inverted the little 2-gallon tank gravity fed the fuel system When it was

right side up the Luscombe tank fed and when )Iou really look at it with all the plumbing and all that stuff it looked like a moonshyshine still-maker thing

I built a wooden dash for it and since it was a single-place airplane the instruments were mostly on my side I clipped the ailerons down to the first hinge point which was a

VINTAGE AIRPLANE 23

mistake because I could have used a lot more aileron on it You noshytice the rudder is changed a bit It seems a little bit bigger rudder esshypecially at the lower end would have helped

I could do a barrel roll real easy going along Just bring the nose up and push full rudder and shed just roll right around I had used some heavier tubing for the wing struts The vee-struts were welded to one piece into the single point

HGF Did you change the horizontal tail at all

PHP No The horizontal tail was trimmed 11 inches I built a moveshyable a trim tab You can see it was kind of squared off The rudder was more squared-off at the botshytom For the landing gear I used a Cub gear fron t stru t and axle and welded in a streamline tubing aft brace

HGF Short stack exhaust too PHP Oh yeah I had short stacks on

it I often had to wipe off the cowl At one time I had wheel pants on

it I flew it even when I was on acshytive duty I flew it a couple times at Volk Field and back and forth I flew it regularly to Truax Field in Madishyson when I was attached to the 1761h

24 JANUARY 2007

fighter squadron a P-51 outfit

HGF So you got that 125-mph cruise back and forth

PHP At least But the airplane probshyably flew 100 hours About 75 to 100 by myself I flew at some avishyation events over in Michigan Once I flew Little A lIdrey to Deshytroit and Bob Nolinski flew Litshytle Poopdeck the name of my new clipwing there and back It got off climbed good Marion Cole flew it Duane Cole flew the airshyplane But it lacked extra aileron it would have balanced out just real nice with a bit more force It flew good inverted and upright I never had any problem with it When I went to Korea in the fall of 51 I put it in storage at Curshytiss-Wright Airport

After I returned I flew it for a while then I sold it in 1953 to a flying club in Sturtevant Wisconshysin They flew it for quite a while as a club airplane Its probably one of the first experimental amshyateur-built clipwing that a flying club owned

As I understand it it got damshyaged around 54 or 55 It came back to Waukesha for repairs and from what I understand (I didnt know it was there) they

were working on the fuselage and it caught fire and that was the end of it other than the wings I dont know what ever happened to the wings

The clipwing monoplane photos disshyplayed on the walls of Pauls offices show a sporty little experimental lightshyplane with pLenty ofpersonality Paul noted that the airpLane couLd have used more roll authority to match its zippy performance When you bring the ailerons in closer to the fuselage their moment arm is decreased neshycessitating an increase in area when compared to the new wing area In reality so much of the airframe was changed during Little Poopdecks construction that it was a pretty simshyple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri a founding member of EAA (EAA 18) Tony saw that well more than 50 percent of the structure and systems were redesigned built and documented by Paul and he agreed that it was proper that it be certificated in the Experimental Amashyteur-BlIilt category

Oh and the name Paul says that all sorts offolks had a tough time proshynouncing his name during World War II and Poopdeck seemed to stick so thats what he named his nifty little single-seat speedster

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

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Its always a special treat to see one of the aircraft from the golden age in flying condition especially when there is less than a handful of that particushy

lar make and model registered today So when Vintage Aircraft Associashytion member Bob McCorkle arrived at EAA AirVenture Oshkosh 2006 for the very first time in his much-loved 1935 Kinner Sportster B an intrigued crowd had gathered before he even had the aircraft tied down

McCorkle patiently answered questions as the midday sun blazed overhead explaining there are two of these flying and the model B-2 is called the Sportwing-it looks like this Sportster except its wingspan is shorter and it has really sexy wheelshypants To my knowledge theres one legitimate Sportwing in Oklahoma and I think thats flying

Beguiling Model B Owning and flying a rare airplane

can be an interesting and pleasurable experience and that notion lured McCorkle into buying the Sportster as a project in 1982 He was a heshylicopter pilot in the Marine Corps then and knew he wanted to fly recshyreationally afterward Flying low and slow was something I really enshyjoyed reflects McCorkle elaboratshying that knew Id never have the money to fly the kind of performance aircraft that I flew in the military so I wanted to fly something that was different that would give me a speshycial feeling about aviation

McCorkle purchased the Sportster B project from a gentleman who was a B-24 pilot during World War II and recalls thatall the parts and pieces were there including the windscreen and instruments It basically needed recovering and an engine overhaul

Unbeknownst to him at the time though it would turn into a rather long-term project-about 22 years worth-before it was airworthy again and ready to make its public debut In hindsight he says he was really in over my head Back then I was livshying in Anaheim California I met a fellow there who was building a Mar-

quart Charger and some friends of his were restoring a Stinson Reliant Those guys were all master craftsshymen so I became their chief gopher In turn they helped me get on track with the Sportster and hooked me up with Ed Marquart at Flabob Airport

Bit 0 History Since Bert Kinshy

ner is likely known best for his Kinner engines lets take a brief look back in history to learn a bit more about his active interest in designing and manshyufacturing aircraft He built several airshyplanes in the 1920s

Bob McCorkle of Danbury Connecticut with his 1935 including the Kinner Sportster BAirster biplane and

monoplane By the late 1920s according to aviation hisshytorian Joseph Juptner in his US Civil Aircraft series Kinner bought a Bolte Sportplane for which he proceeded to design folding wings-it was this modified low-wing open-cockpit airshyplane that inspired Kinner to focus on the development of the Sportster Max Harlow took Kinners concept to the drawing board and refined it and the folding-wing Sportster K emerged It received approved type certificate (ATC) 490 in August 1932 and was marketed to the sportsman pilot It was a two-place open-cockpit lowshywing airplane powered by the 100-hp Kinner K5 Its predictable flying charshyacteristics soon landed it in the world of pilot training around three dozen were manufactured and six are on the FAA registry today

Even though the Great Depression was casting a dismal shadow on the nation the Kinner Airplane and Moshytor Corporation Ltd of Glendale Calshyifornia was still vying for its share of

the sportsman market with the addishytion of its new Sportster B (and B-1 which had a slightly higher baggage allowance) which received ATC 516 in September 1933 Powered by the 125-hp Kinner B5 it measured 24 feet 2 inches from nose to tail stood 7 feet tall and had a wingspan of 39 feet It carried 35 gallons of fuel burned around 7 gph cruised just under 100 mph with a 440-mile range and had a gentle landing speed of 40 mph Inshyterestingly the Type Certificate Data Sheet notes thatall eligible aircraft must be equipped with 3-lb lead balshyance weight in leading edge of each aileron Required Class I equipment included a battery Heywood starter 19x19-3 wheels and tires with brakes an 8-inch streamline tail wheel and a wood propeller It had primary inshystrumentation for recreational flying or basic pilot training altimeter air speed indicator compass tachomshyeter oil pressure and temperature gauges and a fuel gauge Optional

VINTAGE AIRPLANE 17

Class III equipment included an adshyjustable metal propeller a removable coupe-top a 24-gallon fuel tank (reshyplacing the standard 3S-gallon tank) a heater radio and skis Nine Sport- Only three B-2Rs were built however ster B models were built and only four were built as the Timm 160 after two model B-1s of those three Bs Kinner went bankrupt in 1937 and and one B-1 are registered today Timm Aircraft Company acquired its

The Kinner lineage continued into manufacturing rights The design influshythe 1930s with various models in- ence of the strut-braced low-wing Kinshycluding the Playboy R-1 a one-off ner form with its distinctive tall tail low-wing design complemented by ~ and clean lines can be traced at least as wheelpants and a 160-hp Kinner RS == far forward as the 1940s Call-Air

engine Then the Sportwing B-2 ap- [ bull 4 ~~~~~~Jl peared having earned ATC S22 in Oe- ___ ---390 -- Helping Hands cember 1933 The Sportwing like the Back in 1982 after McCorkle purshySportster was powered by the 12S-hpshy chased NC14288 he moved it to a Kinner BS but it had a wingspan of hangar at Flabob to commence work only 34 feet S inches and was more on it But soon thereafter he relocated streamlined with the addition of a to Seattle Washington-which was blister cowl and wheelpants Eight B- still close enough to occasionally make 2s were built and only one is on the the pilgrimage south to work on the

f-o-~~~~--24middot- 2- - - ----1registry today Next came a racy-lookshy airplane but not frequently enough ing four-place cabin low-wing-the to make measurable progress A few Envoy C-7 powered by a 300-hp years later he made a career-induced

III wanted to fly Kinner C7-four civilian models were move-this time all the way across the built and several were also sold to the something that country-and settled in Connecticut United States Navy Then came the All the while the Sportster remainedwas different Playboy R-S with a 160-hp Kinner enshy at Flabob languishing by default beshygine-it too was a cabin low-wing that would ive tween periods of sporadic restoration and at least eight of these were built work The geographic distance factor me a special one is listed on the registry today combined with a limited budget proshyee Ing __ _

In 1936 the Sportwing B-2R with f I- longed the project although he did reshyits 160-hp Kinner RS was introduced ceive significant help from kind and- Bob McCorkle 18 JANUARY 2007

The simple cozy cockpit of the Sportster B

Abaggage compartment inside each wing stub below the wing walk holds 40 pounds

generous individuals who were in the airplane restoration business Most noshytable among these were Marquart jan Johnson and Ray Stits

liEd Marquarts technical expertise is unsurpassed elaborates McCorkle and without his craftsmanship none of the hard things would have gotten done jan johnson took over the project when my career forced me to move out of the area her fabric and paintwork speaks for itself And many years ago when money was tight Ray Stits doshynated most of the fabric and paint used in this project There were many more people who also contributed at various times the Sportster would never have been completed without the help of all

the individuals involved Pilot Johnson of California who

first learned about fabric covering at an AirVenture workshop built her own Woody Pusher in the late 1980s and was glad to lend a helping hand on the Sportster B She did some work on the wings as well as fabric installashytion rib stitching and painting She was willingly devoted to the project yet found that it was very tediOUS putting on the tapes over each one of those wooden stringers youve got to really place those things carefully to get them straight-that was a lot of work When it came time to paint I used a compressed air system instead of the high-volume low-pressure sysshy

tern which I normally use-and it was over 100 degrees when I painted the blue stripes and that was tricky

This seemingly endless restoration project eventually culminated when the Sportster B was finally declared airworthy late in the summer of 2004 thanks to numerous pairs of helping hands which were guided by experishyence and expertise and energized by a singular desire to see a golden age survivor return to its home aloft

Sportster Construction NC14288 was manufactured in early

1935 with an empty weight of 1226 pounds a gross weight of 1875 pounds and a baggage capacity of 80 pounds which was adequate for the student or recreational pilot The baggage compartshyments which are neatly concealed inshyside the wing stubs below the wing walk on each wing can each accommodate 40 pounds After stowing their belongshyings pilot and passenger could grasp a convenient handhold on the fuselage hop up on the left and right wing walk and swing open their respective cockshypit doors Settling down inside the cozy cockpit on the side-by-side bench seat they had just enough forward visibilshyity to peer through the windscreen and see the Kinners cylinders projecting from the cowling Just underneath that bench seat on the lower side of the fushyselage is a fairly large removable panel which provides handy access to the inshyterior of the fuselage

The fabric-covered Sportster B feashytured dual control sticks and rudder pedshyals mechanical heel brakes (pilots side only) and an effective dual trim tab sysshytem for the elevators The steel tube fushyselage was faired to shape with wooden stringers and formers and its integral wing stubs housed attachment points for its tripod gear as well as the wings The strut-braced low wings were conshystructed of wooden spars and truss-type ribs while the tail group was steel tubshying with external double wire bracing Oleo shock absorbers and a wide wheel tread facilitated smooth landings

Kinner Power The Sportster B is powered by a

125-hp five-cylinder Kinner B5 ra-

VINTAGE AIRPLANE 19

The Sportsters slender tall tail is enshyhanced by graceful curves The tail group is double-wire braced and the elevators have a dual trim tab system

20 JANUARY 2007

Note the landing gear attachment points on the wing stub and the inspection access panel (open in this photo) on the lower side of the fuselage Close-up view of the Sportsters wood ribs and spars

dial of which McCorkle is especially proud This airplane came with a B5 on it back in 1935 and it probably had the front exhaust with a collector ring he explains with a smile but the front exha ust heads had some problems with cracking so we went to rear exhaust heads on this engine Hugo Bartel of Pennsylvania rebuilt it so it s brand new and the brightshywork on it is really nice

Handling Characteristics McCorkle is unabashedly enthusishy

astic about his Sportster B and enjoys being able to share it with fellow avishyation enthusiasts across the country Its a great airplane and it has great lines he proclaims adding its surshyprisingly firm and responsive with its cable-operated controls I attribute that to the weighted ailerons and rea-

Pilot Jan Johnson of San Gabriel Calishyfornia enjoyed helping restore the Sportster at Flabob Airport

sonably large rudder working a 24shyfoot moment arm I havent flown any acrobatics since I was flying T-28s at Pensacola so I have not had any desire to push this airplane in that way About the most aggressive Ive gotten with her is to do some lazyshyeights and wingovers and in those maneuvers she gives you every indishycation that she would stand on her ear if asked They talk about her beshying pretty docile to land and she is on grass but on pavement she was a handful with a fully castering tail wheel It didnt lock and you cant taxi this airplane with rudder

That fully swiveling tail wheel comshybined with a stiff cross-wind landing created the opportunity for some adshyditional work on the Sportsters wings and landing gear according to McshyCorkle who says The craftsmanship and fabric work by Gary and Michael Hartie of Aircraft Management Services in New Cumberland Pennsylvania nicely complements the work that was previously performed by Ed and Jan in California We decided to make the tail wheel controllable and its a much more reasonable airplane on pavement now Before I did wheel landings and now Ill do three-point landings

For his initial checkout in the Sportshyster a couple of years ago McCorkle turned to Ron Caraway a seasoned pilot and flight instructor who lives

in Apple Valley California It didnt take long for them to discover that the Sportster needed some landing gear adjustments There was toe-in on the landing gear which made it very unshystable recalls McCorkle elaborating so Ron and a friend of his Jim Chapshyman helped fix that which enabled me to fly it across the country

Across the Country It was July 2004 when McCorkle

and NC14288 set out upon their first long cross-country-which took him all the way from California to Conshynecticut A friend accompanied him as far as EI Paso Texas and McCorkle has a 30-page log of the entire adshyventure which was a satisfying mileshystone for him Coming across the Mojave we rode a thermal to 5500 feet my original plan was to go to Grand Junction he explains but I needed to get to 8500 feet to do it and I couldnt hold that thermal So along about Phoenix I was looking at the foothills of the Rockies on the right and we picked our way through the Rockies down to EI Paso I flew solo from there all the way home

He logged about 36 hours of flight time on that trip with 18 stops along the way It was as he says a pretty uneventful flight and those are good ones to have He was weathshyered in only one day and flew two

GILLES AUUARD

or three legs per day Those legs avershyaged about two and a half hours but no more than three

In 2006 he and the Sportster B flew at least two special cross-counshytries-in July to AirVenture in Wisshyconsin for the first time and then in September to the Antique Airplane Associations annual invitational flyshyin in Blakesburg Iowa McCorkle says he was surprised at how few airplanes from the golden age were at Oshkosh but now having made the trip myself I kind of understand at least one reason why that might be-Im going to spend a week tryshying to clean her up after this flight

But perhaps those cleanup and mainshytenance chores will be outweighed for McCorkle by the joy of grassroots flyshying across our scenic country all the while listening to the unique percusshysion of that Kinner radial and feeling the fresh air swirling through the open cockpit And if that isnt enough to enshytice him to keep flying to national and regional fly-ins theres also the invigoshyrating warmth of the inner glow that comes from taxiing up to a tie-down area and watching the smiles light up the faces of those whove never before seen a Kinner Sportster B in the flesh as their lips form that by-now familshyiar question What kind of airplane is it McCorkle will have a cheerful anshyswer for them

VINTAGE AIRPLANE 21

The First Clipwing craftTayl

A

A few weeks ago we sat down with EAAs

founder and chairman of the board

Paul Poberezny to chat about a fun little

airplane he created out of a 1940 Taylorshy

craft Paul was looking for something that

he could use on a regular basis and a preshy

viously clipped lightplane served as an inshy

spiration to Paul to create his own little

speedster Heres our interview with Paul

-HGF

HGF How did Little Poopshydeck come to be

PHP It was a 1940 40-hp airplane that hadnt been damaged or anyshything r just bought it whole less engine and decided that Id like a faster cross-country airshyplane I was stationed at Yolk Field (it was called Camp Douglas at that time) I had a BT-13 and an Army National Guard L-17 r thought it would be kind of nice to fly back and forth at a roaring speed of about

13S mph About that same

time I had an opportushynity to fly Duane Coles Clipwing Cub Little Bit and I think that would be about the same time-48 or soshyat Hales Corners airshyport That inspired me because it was a little snappier than dragging a lot more wing along So I took the project and started on that one r took the wings comshypletely apart r used the extra wing ribs from the

22 JANUARY 2007

wings that I clipped down to 26 feet (I took out a total of 10 feet) doubled all the wing ribs on the wings for extra load and so forth and I put a Continental engine in it with the Ex-Cell-O fuel-injection system so I could operate it upside down It was an 8S-horse engine I designed a different cowling and I used a nosebowl from something that I dont recall offhand

I brought the wings in at the wing root like a Fairchild 24 and built a windshield that sloped back-it was a two-piece windshyshield-sloped to the front spar area I converted it to a control stick on the left side-just a single seat

on the left side of the airplane

HGF What about the fuel system PHP I put a Luscombe tank behind

me And then I got a 2-gallon tank out of an Aeronca Defender that was on my right side on the floor Then when I was inverted the little 2-gallon tank gravity fed the fuel system When it was

right side up the Luscombe tank fed and when )Iou really look at it with all the plumbing and all that stuff it looked like a moonshyshine still-maker thing

I built a wooden dash for it and since it was a single-place airplane the instruments were mostly on my side I clipped the ailerons down to the first hinge point which was a

VINTAGE AIRPLANE 23

mistake because I could have used a lot more aileron on it You noshytice the rudder is changed a bit It seems a little bit bigger rudder esshypecially at the lower end would have helped

I could do a barrel roll real easy going along Just bring the nose up and push full rudder and shed just roll right around I had used some heavier tubing for the wing struts The vee-struts were welded to one piece into the single point

HGF Did you change the horizontal tail at all

PHP No The horizontal tail was trimmed 11 inches I built a moveshyable a trim tab You can see it was kind of squared off The rudder was more squared-off at the botshytom For the landing gear I used a Cub gear fron t stru t and axle and welded in a streamline tubing aft brace

HGF Short stack exhaust too PHP Oh yeah I had short stacks on

it I often had to wipe off the cowl At one time I had wheel pants on

it I flew it even when I was on acshytive duty I flew it a couple times at Volk Field and back and forth I flew it regularly to Truax Field in Madishyson when I was attached to the 1761h

24 JANUARY 2007

fighter squadron a P-51 outfit

HGF So you got that 125-mph cruise back and forth

PHP At least But the airplane probshyably flew 100 hours About 75 to 100 by myself I flew at some avishyation events over in Michigan Once I flew Little A lIdrey to Deshytroit and Bob Nolinski flew Litshytle Poopdeck the name of my new clipwing there and back It got off climbed good Marion Cole flew it Duane Cole flew the airshyplane But it lacked extra aileron it would have balanced out just real nice with a bit more force It flew good inverted and upright I never had any problem with it When I went to Korea in the fall of 51 I put it in storage at Curshytiss-Wright Airport

After I returned I flew it for a while then I sold it in 1953 to a flying club in Sturtevant Wisconshysin They flew it for quite a while as a club airplane Its probably one of the first experimental amshyateur-built clipwing that a flying club owned

As I understand it it got damshyaged around 54 or 55 It came back to Waukesha for repairs and from what I understand (I didnt know it was there) they

were working on the fuselage and it caught fire and that was the end of it other than the wings I dont know what ever happened to the wings

The clipwing monoplane photos disshyplayed on the walls of Pauls offices show a sporty little experimental lightshyplane with pLenty ofpersonality Paul noted that the airpLane couLd have used more roll authority to match its zippy performance When you bring the ailerons in closer to the fuselage their moment arm is decreased neshycessitating an increase in area when compared to the new wing area In reality so much of the airframe was changed during Little Poopdecks construction that it was a pretty simshyple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri a founding member of EAA (EAA 18) Tony saw that well more than 50 percent of the structure and systems were redesigned built and documented by Paul and he agreed that it was proper that it be certificated in the Experimental Amashyteur-BlIilt category

Oh and the name Paul says that all sorts offolks had a tough time proshynouncing his name during World War II and Poopdeck seemed to stick so thats what he named his nifty little single-seat speedster

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

OJ=9(I1IPQllent pads

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

Class III equipment included an adshyjustable metal propeller a removable coupe-top a 24-gallon fuel tank (reshyplacing the standard 3S-gallon tank) a heater radio and skis Nine Sport- Only three B-2Rs were built however ster B models were built and only four were built as the Timm 160 after two model B-1s of those three Bs Kinner went bankrupt in 1937 and and one B-1 are registered today Timm Aircraft Company acquired its

The Kinner lineage continued into manufacturing rights The design influshythe 1930s with various models in- ence of the strut-braced low-wing Kinshycluding the Playboy R-1 a one-off ner form with its distinctive tall tail low-wing design complemented by ~ and clean lines can be traced at least as wheelpants and a 160-hp Kinner RS == far forward as the 1940s Call-Air

engine Then the Sportwing B-2 ap- [ bull 4 ~~~~~~Jl peared having earned ATC S22 in Oe- ___ ---390 -- Helping Hands cember 1933 The Sportwing like the Back in 1982 after McCorkle purshySportster was powered by the 12S-hpshy chased NC14288 he moved it to a Kinner BS but it had a wingspan of hangar at Flabob to commence work only 34 feet S inches and was more on it But soon thereafter he relocated streamlined with the addition of a to Seattle Washington-which was blister cowl and wheelpants Eight B- still close enough to occasionally make 2s were built and only one is on the the pilgrimage south to work on the

f-o-~~~~--24middot- 2- - - ----1registry today Next came a racy-lookshy airplane but not frequently enough ing four-place cabin low-wing-the to make measurable progress A few Envoy C-7 powered by a 300-hp years later he made a career-induced

III wanted to fly Kinner C7-four civilian models were move-this time all the way across the built and several were also sold to the something that country-and settled in Connecticut United States Navy Then came the All the while the Sportster remainedwas different Playboy R-S with a 160-hp Kinner enshy at Flabob languishing by default beshygine-it too was a cabin low-wing that would ive tween periods of sporadic restoration and at least eight of these were built work The geographic distance factor me a special one is listed on the registry today combined with a limited budget proshyee Ing __ _

In 1936 the Sportwing B-2R with f I- longed the project although he did reshyits 160-hp Kinner RS was introduced ceive significant help from kind and- Bob McCorkle 18 JANUARY 2007

The simple cozy cockpit of the Sportster B

Abaggage compartment inside each wing stub below the wing walk holds 40 pounds

generous individuals who were in the airplane restoration business Most noshytable among these were Marquart jan Johnson and Ray Stits

liEd Marquarts technical expertise is unsurpassed elaborates McCorkle and without his craftsmanship none of the hard things would have gotten done jan johnson took over the project when my career forced me to move out of the area her fabric and paintwork speaks for itself And many years ago when money was tight Ray Stits doshynated most of the fabric and paint used in this project There were many more people who also contributed at various times the Sportster would never have been completed without the help of all

the individuals involved Pilot Johnson of California who

first learned about fabric covering at an AirVenture workshop built her own Woody Pusher in the late 1980s and was glad to lend a helping hand on the Sportster B She did some work on the wings as well as fabric installashytion rib stitching and painting She was willingly devoted to the project yet found that it was very tediOUS putting on the tapes over each one of those wooden stringers youve got to really place those things carefully to get them straight-that was a lot of work When it came time to paint I used a compressed air system instead of the high-volume low-pressure sysshy

tern which I normally use-and it was over 100 degrees when I painted the blue stripes and that was tricky

This seemingly endless restoration project eventually culminated when the Sportster B was finally declared airworthy late in the summer of 2004 thanks to numerous pairs of helping hands which were guided by experishyence and expertise and energized by a singular desire to see a golden age survivor return to its home aloft

Sportster Construction NC14288 was manufactured in early

1935 with an empty weight of 1226 pounds a gross weight of 1875 pounds and a baggage capacity of 80 pounds which was adequate for the student or recreational pilot The baggage compartshyments which are neatly concealed inshyside the wing stubs below the wing walk on each wing can each accommodate 40 pounds After stowing their belongshyings pilot and passenger could grasp a convenient handhold on the fuselage hop up on the left and right wing walk and swing open their respective cockshypit doors Settling down inside the cozy cockpit on the side-by-side bench seat they had just enough forward visibilshyity to peer through the windscreen and see the Kinners cylinders projecting from the cowling Just underneath that bench seat on the lower side of the fushyselage is a fairly large removable panel which provides handy access to the inshyterior of the fuselage

The fabric-covered Sportster B feashytured dual control sticks and rudder pedshyals mechanical heel brakes (pilots side only) and an effective dual trim tab sysshytem for the elevators The steel tube fushyselage was faired to shape with wooden stringers and formers and its integral wing stubs housed attachment points for its tripod gear as well as the wings The strut-braced low wings were conshystructed of wooden spars and truss-type ribs while the tail group was steel tubshying with external double wire bracing Oleo shock absorbers and a wide wheel tread facilitated smooth landings

Kinner Power The Sportster B is powered by a

125-hp five-cylinder Kinner B5 ra-

VINTAGE AIRPLANE 19

The Sportsters slender tall tail is enshyhanced by graceful curves The tail group is double-wire braced and the elevators have a dual trim tab system

20 JANUARY 2007

Note the landing gear attachment points on the wing stub and the inspection access panel (open in this photo) on the lower side of the fuselage Close-up view of the Sportsters wood ribs and spars

dial of which McCorkle is especially proud This airplane came with a B5 on it back in 1935 and it probably had the front exhaust with a collector ring he explains with a smile but the front exha ust heads had some problems with cracking so we went to rear exhaust heads on this engine Hugo Bartel of Pennsylvania rebuilt it so it s brand new and the brightshywork on it is really nice

Handling Characteristics McCorkle is unabashedly enthusishy

astic about his Sportster B and enjoys being able to share it with fellow avishyation enthusiasts across the country Its a great airplane and it has great lines he proclaims adding its surshyprisingly firm and responsive with its cable-operated controls I attribute that to the weighted ailerons and rea-

Pilot Jan Johnson of San Gabriel Calishyfornia enjoyed helping restore the Sportster at Flabob Airport

sonably large rudder working a 24shyfoot moment arm I havent flown any acrobatics since I was flying T-28s at Pensacola so I have not had any desire to push this airplane in that way About the most aggressive Ive gotten with her is to do some lazyshyeights and wingovers and in those maneuvers she gives you every indishycation that she would stand on her ear if asked They talk about her beshying pretty docile to land and she is on grass but on pavement she was a handful with a fully castering tail wheel It didnt lock and you cant taxi this airplane with rudder

That fully swiveling tail wheel comshybined with a stiff cross-wind landing created the opportunity for some adshyditional work on the Sportsters wings and landing gear according to McshyCorkle who says The craftsmanship and fabric work by Gary and Michael Hartie of Aircraft Management Services in New Cumberland Pennsylvania nicely complements the work that was previously performed by Ed and Jan in California We decided to make the tail wheel controllable and its a much more reasonable airplane on pavement now Before I did wheel landings and now Ill do three-point landings

For his initial checkout in the Sportshyster a couple of years ago McCorkle turned to Ron Caraway a seasoned pilot and flight instructor who lives

in Apple Valley California It didnt take long for them to discover that the Sportster needed some landing gear adjustments There was toe-in on the landing gear which made it very unshystable recalls McCorkle elaborating so Ron and a friend of his Jim Chapshyman helped fix that which enabled me to fly it across the country

Across the Country It was July 2004 when McCorkle

and NC14288 set out upon their first long cross-country-which took him all the way from California to Conshynecticut A friend accompanied him as far as EI Paso Texas and McCorkle has a 30-page log of the entire adshyventure which was a satisfying mileshystone for him Coming across the Mojave we rode a thermal to 5500 feet my original plan was to go to Grand Junction he explains but I needed to get to 8500 feet to do it and I couldnt hold that thermal So along about Phoenix I was looking at the foothills of the Rockies on the right and we picked our way through the Rockies down to EI Paso I flew solo from there all the way home

He logged about 36 hours of flight time on that trip with 18 stops along the way It was as he says a pretty uneventful flight and those are good ones to have He was weathshyered in only one day and flew two

GILLES AUUARD

or three legs per day Those legs avershyaged about two and a half hours but no more than three

In 2006 he and the Sportster B flew at least two special cross-counshytries-in July to AirVenture in Wisshyconsin for the first time and then in September to the Antique Airplane Associations annual invitational flyshyin in Blakesburg Iowa McCorkle says he was surprised at how few airplanes from the golden age were at Oshkosh but now having made the trip myself I kind of understand at least one reason why that might be-Im going to spend a week tryshying to clean her up after this flight

But perhaps those cleanup and mainshytenance chores will be outweighed for McCorkle by the joy of grassroots flyshying across our scenic country all the while listening to the unique percusshysion of that Kinner radial and feeling the fresh air swirling through the open cockpit And if that isnt enough to enshytice him to keep flying to national and regional fly-ins theres also the invigoshyrating warmth of the inner glow that comes from taxiing up to a tie-down area and watching the smiles light up the faces of those whove never before seen a Kinner Sportster B in the flesh as their lips form that by-now familshyiar question What kind of airplane is it McCorkle will have a cheerful anshyswer for them

VINTAGE AIRPLANE 21

The First Clipwing craftTayl

A

A few weeks ago we sat down with EAAs

founder and chairman of the board

Paul Poberezny to chat about a fun little

airplane he created out of a 1940 Taylorshy

craft Paul was looking for something that

he could use on a regular basis and a preshy

viously clipped lightplane served as an inshy

spiration to Paul to create his own little

speedster Heres our interview with Paul

-HGF

HGF How did Little Poopshydeck come to be

PHP It was a 1940 40-hp airplane that hadnt been damaged or anyshything r just bought it whole less engine and decided that Id like a faster cross-country airshyplane I was stationed at Yolk Field (it was called Camp Douglas at that time) I had a BT-13 and an Army National Guard L-17 r thought it would be kind of nice to fly back and forth at a roaring speed of about

13S mph About that same

time I had an opportushynity to fly Duane Coles Clipwing Cub Little Bit and I think that would be about the same time-48 or soshyat Hales Corners airshyport That inspired me because it was a little snappier than dragging a lot more wing along So I took the project and started on that one r took the wings comshypletely apart r used the extra wing ribs from the

22 JANUARY 2007

wings that I clipped down to 26 feet (I took out a total of 10 feet) doubled all the wing ribs on the wings for extra load and so forth and I put a Continental engine in it with the Ex-Cell-O fuel-injection system so I could operate it upside down It was an 8S-horse engine I designed a different cowling and I used a nosebowl from something that I dont recall offhand

I brought the wings in at the wing root like a Fairchild 24 and built a windshield that sloped back-it was a two-piece windshyshield-sloped to the front spar area I converted it to a control stick on the left side-just a single seat

on the left side of the airplane

HGF What about the fuel system PHP I put a Luscombe tank behind

me And then I got a 2-gallon tank out of an Aeronca Defender that was on my right side on the floor Then when I was inverted the little 2-gallon tank gravity fed the fuel system When it was

right side up the Luscombe tank fed and when )Iou really look at it with all the plumbing and all that stuff it looked like a moonshyshine still-maker thing

I built a wooden dash for it and since it was a single-place airplane the instruments were mostly on my side I clipped the ailerons down to the first hinge point which was a

VINTAGE AIRPLANE 23

mistake because I could have used a lot more aileron on it You noshytice the rudder is changed a bit It seems a little bit bigger rudder esshypecially at the lower end would have helped

I could do a barrel roll real easy going along Just bring the nose up and push full rudder and shed just roll right around I had used some heavier tubing for the wing struts The vee-struts were welded to one piece into the single point

HGF Did you change the horizontal tail at all

PHP No The horizontal tail was trimmed 11 inches I built a moveshyable a trim tab You can see it was kind of squared off The rudder was more squared-off at the botshytom For the landing gear I used a Cub gear fron t stru t and axle and welded in a streamline tubing aft brace

HGF Short stack exhaust too PHP Oh yeah I had short stacks on

it I often had to wipe off the cowl At one time I had wheel pants on

it I flew it even when I was on acshytive duty I flew it a couple times at Volk Field and back and forth I flew it regularly to Truax Field in Madishyson when I was attached to the 1761h

24 JANUARY 2007

fighter squadron a P-51 outfit

HGF So you got that 125-mph cruise back and forth

PHP At least But the airplane probshyably flew 100 hours About 75 to 100 by myself I flew at some avishyation events over in Michigan Once I flew Little A lIdrey to Deshytroit and Bob Nolinski flew Litshytle Poopdeck the name of my new clipwing there and back It got off climbed good Marion Cole flew it Duane Cole flew the airshyplane But it lacked extra aileron it would have balanced out just real nice with a bit more force It flew good inverted and upright I never had any problem with it When I went to Korea in the fall of 51 I put it in storage at Curshytiss-Wright Airport

After I returned I flew it for a while then I sold it in 1953 to a flying club in Sturtevant Wisconshysin They flew it for quite a while as a club airplane Its probably one of the first experimental amshyateur-built clipwing that a flying club owned

As I understand it it got damshyaged around 54 or 55 It came back to Waukesha for repairs and from what I understand (I didnt know it was there) they

were working on the fuselage and it caught fire and that was the end of it other than the wings I dont know what ever happened to the wings

The clipwing monoplane photos disshyplayed on the walls of Pauls offices show a sporty little experimental lightshyplane with pLenty ofpersonality Paul noted that the airpLane couLd have used more roll authority to match its zippy performance When you bring the ailerons in closer to the fuselage their moment arm is decreased neshycessitating an increase in area when compared to the new wing area In reality so much of the airframe was changed during Little Poopdecks construction that it was a pretty simshyple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri a founding member of EAA (EAA 18) Tony saw that well more than 50 percent of the structure and systems were redesigned built and documented by Paul and he agreed that it was proper that it be certificated in the Experimental Amashyteur-BlIilt category

Oh and the name Paul says that all sorts offolks had a tough time proshynouncing his name during World War II and Poopdeck seemed to stick so thats what he named his nifty little single-seat speedster

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

OJ=9(I1IPQllent pads

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

The simple cozy cockpit of the Sportster B

Abaggage compartment inside each wing stub below the wing walk holds 40 pounds

generous individuals who were in the airplane restoration business Most noshytable among these were Marquart jan Johnson and Ray Stits

liEd Marquarts technical expertise is unsurpassed elaborates McCorkle and without his craftsmanship none of the hard things would have gotten done jan johnson took over the project when my career forced me to move out of the area her fabric and paintwork speaks for itself And many years ago when money was tight Ray Stits doshynated most of the fabric and paint used in this project There were many more people who also contributed at various times the Sportster would never have been completed without the help of all

the individuals involved Pilot Johnson of California who

first learned about fabric covering at an AirVenture workshop built her own Woody Pusher in the late 1980s and was glad to lend a helping hand on the Sportster B She did some work on the wings as well as fabric installashytion rib stitching and painting She was willingly devoted to the project yet found that it was very tediOUS putting on the tapes over each one of those wooden stringers youve got to really place those things carefully to get them straight-that was a lot of work When it came time to paint I used a compressed air system instead of the high-volume low-pressure sysshy

tern which I normally use-and it was over 100 degrees when I painted the blue stripes and that was tricky

This seemingly endless restoration project eventually culminated when the Sportster B was finally declared airworthy late in the summer of 2004 thanks to numerous pairs of helping hands which were guided by experishyence and expertise and energized by a singular desire to see a golden age survivor return to its home aloft

Sportster Construction NC14288 was manufactured in early

1935 with an empty weight of 1226 pounds a gross weight of 1875 pounds and a baggage capacity of 80 pounds which was adequate for the student or recreational pilot The baggage compartshyments which are neatly concealed inshyside the wing stubs below the wing walk on each wing can each accommodate 40 pounds After stowing their belongshyings pilot and passenger could grasp a convenient handhold on the fuselage hop up on the left and right wing walk and swing open their respective cockshypit doors Settling down inside the cozy cockpit on the side-by-side bench seat they had just enough forward visibilshyity to peer through the windscreen and see the Kinners cylinders projecting from the cowling Just underneath that bench seat on the lower side of the fushyselage is a fairly large removable panel which provides handy access to the inshyterior of the fuselage

The fabric-covered Sportster B feashytured dual control sticks and rudder pedshyals mechanical heel brakes (pilots side only) and an effective dual trim tab sysshytem for the elevators The steel tube fushyselage was faired to shape with wooden stringers and formers and its integral wing stubs housed attachment points for its tripod gear as well as the wings The strut-braced low wings were conshystructed of wooden spars and truss-type ribs while the tail group was steel tubshying with external double wire bracing Oleo shock absorbers and a wide wheel tread facilitated smooth landings

Kinner Power The Sportster B is powered by a

125-hp five-cylinder Kinner B5 ra-

VINTAGE AIRPLANE 19

The Sportsters slender tall tail is enshyhanced by graceful curves The tail group is double-wire braced and the elevators have a dual trim tab system

20 JANUARY 2007

Note the landing gear attachment points on the wing stub and the inspection access panel (open in this photo) on the lower side of the fuselage Close-up view of the Sportsters wood ribs and spars

dial of which McCorkle is especially proud This airplane came with a B5 on it back in 1935 and it probably had the front exhaust with a collector ring he explains with a smile but the front exha ust heads had some problems with cracking so we went to rear exhaust heads on this engine Hugo Bartel of Pennsylvania rebuilt it so it s brand new and the brightshywork on it is really nice

Handling Characteristics McCorkle is unabashedly enthusishy

astic about his Sportster B and enjoys being able to share it with fellow avishyation enthusiasts across the country Its a great airplane and it has great lines he proclaims adding its surshyprisingly firm and responsive with its cable-operated controls I attribute that to the weighted ailerons and rea-

Pilot Jan Johnson of San Gabriel Calishyfornia enjoyed helping restore the Sportster at Flabob Airport

sonably large rudder working a 24shyfoot moment arm I havent flown any acrobatics since I was flying T-28s at Pensacola so I have not had any desire to push this airplane in that way About the most aggressive Ive gotten with her is to do some lazyshyeights and wingovers and in those maneuvers she gives you every indishycation that she would stand on her ear if asked They talk about her beshying pretty docile to land and she is on grass but on pavement she was a handful with a fully castering tail wheel It didnt lock and you cant taxi this airplane with rudder

That fully swiveling tail wheel comshybined with a stiff cross-wind landing created the opportunity for some adshyditional work on the Sportsters wings and landing gear according to McshyCorkle who says The craftsmanship and fabric work by Gary and Michael Hartie of Aircraft Management Services in New Cumberland Pennsylvania nicely complements the work that was previously performed by Ed and Jan in California We decided to make the tail wheel controllable and its a much more reasonable airplane on pavement now Before I did wheel landings and now Ill do three-point landings

For his initial checkout in the Sportshyster a couple of years ago McCorkle turned to Ron Caraway a seasoned pilot and flight instructor who lives

in Apple Valley California It didnt take long for them to discover that the Sportster needed some landing gear adjustments There was toe-in on the landing gear which made it very unshystable recalls McCorkle elaborating so Ron and a friend of his Jim Chapshyman helped fix that which enabled me to fly it across the country

Across the Country It was July 2004 when McCorkle

and NC14288 set out upon their first long cross-country-which took him all the way from California to Conshynecticut A friend accompanied him as far as EI Paso Texas and McCorkle has a 30-page log of the entire adshyventure which was a satisfying mileshystone for him Coming across the Mojave we rode a thermal to 5500 feet my original plan was to go to Grand Junction he explains but I needed to get to 8500 feet to do it and I couldnt hold that thermal So along about Phoenix I was looking at the foothills of the Rockies on the right and we picked our way through the Rockies down to EI Paso I flew solo from there all the way home

He logged about 36 hours of flight time on that trip with 18 stops along the way It was as he says a pretty uneventful flight and those are good ones to have He was weathshyered in only one day and flew two

GILLES AUUARD

or three legs per day Those legs avershyaged about two and a half hours but no more than three

In 2006 he and the Sportster B flew at least two special cross-counshytries-in July to AirVenture in Wisshyconsin for the first time and then in September to the Antique Airplane Associations annual invitational flyshyin in Blakesburg Iowa McCorkle says he was surprised at how few airplanes from the golden age were at Oshkosh but now having made the trip myself I kind of understand at least one reason why that might be-Im going to spend a week tryshying to clean her up after this flight

But perhaps those cleanup and mainshytenance chores will be outweighed for McCorkle by the joy of grassroots flyshying across our scenic country all the while listening to the unique percusshysion of that Kinner radial and feeling the fresh air swirling through the open cockpit And if that isnt enough to enshytice him to keep flying to national and regional fly-ins theres also the invigoshyrating warmth of the inner glow that comes from taxiing up to a tie-down area and watching the smiles light up the faces of those whove never before seen a Kinner Sportster B in the flesh as their lips form that by-now familshyiar question What kind of airplane is it McCorkle will have a cheerful anshyswer for them

VINTAGE AIRPLANE 21

The First Clipwing craftTayl

A

A few weeks ago we sat down with EAAs

founder and chairman of the board

Paul Poberezny to chat about a fun little

airplane he created out of a 1940 Taylorshy

craft Paul was looking for something that

he could use on a regular basis and a preshy

viously clipped lightplane served as an inshy

spiration to Paul to create his own little

speedster Heres our interview with Paul

-HGF

HGF How did Little Poopshydeck come to be

PHP It was a 1940 40-hp airplane that hadnt been damaged or anyshything r just bought it whole less engine and decided that Id like a faster cross-country airshyplane I was stationed at Yolk Field (it was called Camp Douglas at that time) I had a BT-13 and an Army National Guard L-17 r thought it would be kind of nice to fly back and forth at a roaring speed of about

13S mph About that same

time I had an opportushynity to fly Duane Coles Clipwing Cub Little Bit and I think that would be about the same time-48 or soshyat Hales Corners airshyport That inspired me because it was a little snappier than dragging a lot more wing along So I took the project and started on that one r took the wings comshypletely apart r used the extra wing ribs from the

22 JANUARY 2007

wings that I clipped down to 26 feet (I took out a total of 10 feet) doubled all the wing ribs on the wings for extra load and so forth and I put a Continental engine in it with the Ex-Cell-O fuel-injection system so I could operate it upside down It was an 8S-horse engine I designed a different cowling and I used a nosebowl from something that I dont recall offhand

I brought the wings in at the wing root like a Fairchild 24 and built a windshield that sloped back-it was a two-piece windshyshield-sloped to the front spar area I converted it to a control stick on the left side-just a single seat

on the left side of the airplane

HGF What about the fuel system PHP I put a Luscombe tank behind

me And then I got a 2-gallon tank out of an Aeronca Defender that was on my right side on the floor Then when I was inverted the little 2-gallon tank gravity fed the fuel system When it was

right side up the Luscombe tank fed and when )Iou really look at it with all the plumbing and all that stuff it looked like a moonshyshine still-maker thing

I built a wooden dash for it and since it was a single-place airplane the instruments were mostly on my side I clipped the ailerons down to the first hinge point which was a

VINTAGE AIRPLANE 23

mistake because I could have used a lot more aileron on it You noshytice the rudder is changed a bit It seems a little bit bigger rudder esshypecially at the lower end would have helped

I could do a barrel roll real easy going along Just bring the nose up and push full rudder and shed just roll right around I had used some heavier tubing for the wing struts The vee-struts were welded to one piece into the single point

HGF Did you change the horizontal tail at all

PHP No The horizontal tail was trimmed 11 inches I built a moveshyable a trim tab You can see it was kind of squared off The rudder was more squared-off at the botshytom For the landing gear I used a Cub gear fron t stru t and axle and welded in a streamline tubing aft brace

HGF Short stack exhaust too PHP Oh yeah I had short stacks on

it I often had to wipe off the cowl At one time I had wheel pants on

it I flew it even when I was on acshytive duty I flew it a couple times at Volk Field and back and forth I flew it regularly to Truax Field in Madishyson when I was attached to the 1761h

24 JANUARY 2007

fighter squadron a P-51 outfit

HGF So you got that 125-mph cruise back and forth

PHP At least But the airplane probshyably flew 100 hours About 75 to 100 by myself I flew at some avishyation events over in Michigan Once I flew Little A lIdrey to Deshytroit and Bob Nolinski flew Litshytle Poopdeck the name of my new clipwing there and back It got off climbed good Marion Cole flew it Duane Cole flew the airshyplane But it lacked extra aileron it would have balanced out just real nice with a bit more force It flew good inverted and upright I never had any problem with it When I went to Korea in the fall of 51 I put it in storage at Curshytiss-Wright Airport

After I returned I flew it for a while then I sold it in 1953 to a flying club in Sturtevant Wisconshysin They flew it for quite a while as a club airplane Its probably one of the first experimental amshyateur-built clipwing that a flying club owned

As I understand it it got damshyaged around 54 or 55 It came back to Waukesha for repairs and from what I understand (I didnt know it was there) they

were working on the fuselage and it caught fire and that was the end of it other than the wings I dont know what ever happened to the wings

The clipwing monoplane photos disshyplayed on the walls of Pauls offices show a sporty little experimental lightshyplane with pLenty ofpersonality Paul noted that the airpLane couLd have used more roll authority to match its zippy performance When you bring the ailerons in closer to the fuselage their moment arm is decreased neshycessitating an increase in area when compared to the new wing area In reality so much of the airframe was changed during Little Poopdecks construction that it was a pretty simshyple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri a founding member of EAA (EAA 18) Tony saw that well more than 50 percent of the structure and systems were redesigned built and documented by Paul and he agreed that it was proper that it be certificated in the Experimental Amashyteur-BlIilt category

Oh and the name Paul says that all sorts offolks had a tough time proshynouncing his name during World War II and Poopdeck seemed to stick so thats what he named his nifty little single-seat speedster

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

OJ=9(I1IPQllent pads

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

The Sportsters slender tall tail is enshyhanced by graceful curves The tail group is double-wire braced and the elevators have a dual trim tab system

20 JANUARY 2007

Note the landing gear attachment points on the wing stub and the inspection access panel (open in this photo) on the lower side of the fuselage Close-up view of the Sportsters wood ribs and spars

dial of which McCorkle is especially proud This airplane came with a B5 on it back in 1935 and it probably had the front exhaust with a collector ring he explains with a smile but the front exha ust heads had some problems with cracking so we went to rear exhaust heads on this engine Hugo Bartel of Pennsylvania rebuilt it so it s brand new and the brightshywork on it is really nice

Handling Characteristics McCorkle is unabashedly enthusishy

astic about his Sportster B and enjoys being able to share it with fellow avishyation enthusiasts across the country Its a great airplane and it has great lines he proclaims adding its surshyprisingly firm and responsive with its cable-operated controls I attribute that to the weighted ailerons and rea-

Pilot Jan Johnson of San Gabriel Calishyfornia enjoyed helping restore the Sportster at Flabob Airport

sonably large rudder working a 24shyfoot moment arm I havent flown any acrobatics since I was flying T-28s at Pensacola so I have not had any desire to push this airplane in that way About the most aggressive Ive gotten with her is to do some lazyshyeights and wingovers and in those maneuvers she gives you every indishycation that she would stand on her ear if asked They talk about her beshying pretty docile to land and she is on grass but on pavement she was a handful with a fully castering tail wheel It didnt lock and you cant taxi this airplane with rudder

That fully swiveling tail wheel comshybined with a stiff cross-wind landing created the opportunity for some adshyditional work on the Sportsters wings and landing gear according to McshyCorkle who says The craftsmanship and fabric work by Gary and Michael Hartie of Aircraft Management Services in New Cumberland Pennsylvania nicely complements the work that was previously performed by Ed and Jan in California We decided to make the tail wheel controllable and its a much more reasonable airplane on pavement now Before I did wheel landings and now Ill do three-point landings

For his initial checkout in the Sportshyster a couple of years ago McCorkle turned to Ron Caraway a seasoned pilot and flight instructor who lives

in Apple Valley California It didnt take long for them to discover that the Sportster needed some landing gear adjustments There was toe-in on the landing gear which made it very unshystable recalls McCorkle elaborating so Ron and a friend of his Jim Chapshyman helped fix that which enabled me to fly it across the country

Across the Country It was July 2004 when McCorkle

and NC14288 set out upon their first long cross-country-which took him all the way from California to Conshynecticut A friend accompanied him as far as EI Paso Texas and McCorkle has a 30-page log of the entire adshyventure which was a satisfying mileshystone for him Coming across the Mojave we rode a thermal to 5500 feet my original plan was to go to Grand Junction he explains but I needed to get to 8500 feet to do it and I couldnt hold that thermal So along about Phoenix I was looking at the foothills of the Rockies on the right and we picked our way through the Rockies down to EI Paso I flew solo from there all the way home

He logged about 36 hours of flight time on that trip with 18 stops along the way It was as he says a pretty uneventful flight and those are good ones to have He was weathshyered in only one day and flew two

GILLES AUUARD

or three legs per day Those legs avershyaged about two and a half hours but no more than three

In 2006 he and the Sportster B flew at least two special cross-counshytries-in July to AirVenture in Wisshyconsin for the first time and then in September to the Antique Airplane Associations annual invitational flyshyin in Blakesburg Iowa McCorkle says he was surprised at how few airplanes from the golden age were at Oshkosh but now having made the trip myself I kind of understand at least one reason why that might be-Im going to spend a week tryshying to clean her up after this flight

But perhaps those cleanup and mainshytenance chores will be outweighed for McCorkle by the joy of grassroots flyshying across our scenic country all the while listening to the unique percusshysion of that Kinner radial and feeling the fresh air swirling through the open cockpit And if that isnt enough to enshytice him to keep flying to national and regional fly-ins theres also the invigoshyrating warmth of the inner glow that comes from taxiing up to a tie-down area and watching the smiles light up the faces of those whove never before seen a Kinner Sportster B in the flesh as their lips form that by-now familshyiar question What kind of airplane is it McCorkle will have a cheerful anshyswer for them

VINTAGE AIRPLANE 21

The First Clipwing craftTayl

A

A few weeks ago we sat down with EAAs

founder and chairman of the board

Paul Poberezny to chat about a fun little

airplane he created out of a 1940 Taylorshy

craft Paul was looking for something that

he could use on a regular basis and a preshy

viously clipped lightplane served as an inshy

spiration to Paul to create his own little

speedster Heres our interview with Paul

-HGF

HGF How did Little Poopshydeck come to be

PHP It was a 1940 40-hp airplane that hadnt been damaged or anyshything r just bought it whole less engine and decided that Id like a faster cross-country airshyplane I was stationed at Yolk Field (it was called Camp Douglas at that time) I had a BT-13 and an Army National Guard L-17 r thought it would be kind of nice to fly back and forth at a roaring speed of about

13S mph About that same

time I had an opportushynity to fly Duane Coles Clipwing Cub Little Bit and I think that would be about the same time-48 or soshyat Hales Corners airshyport That inspired me because it was a little snappier than dragging a lot more wing along So I took the project and started on that one r took the wings comshypletely apart r used the extra wing ribs from the

22 JANUARY 2007

wings that I clipped down to 26 feet (I took out a total of 10 feet) doubled all the wing ribs on the wings for extra load and so forth and I put a Continental engine in it with the Ex-Cell-O fuel-injection system so I could operate it upside down It was an 8S-horse engine I designed a different cowling and I used a nosebowl from something that I dont recall offhand

I brought the wings in at the wing root like a Fairchild 24 and built a windshield that sloped back-it was a two-piece windshyshield-sloped to the front spar area I converted it to a control stick on the left side-just a single seat

on the left side of the airplane

HGF What about the fuel system PHP I put a Luscombe tank behind

me And then I got a 2-gallon tank out of an Aeronca Defender that was on my right side on the floor Then when I was inverted the little 2-gallon tank gravity fed the fuel system When it was

right side up the Luscombe tank fed and when )Iou really look at it with all the plumbing and all that stuff it looked like a moonshyshine still-maker thing

I built a wooden dash for it and since it was a single-place airplane the instruments were mostly on my side I clipped the ailerons down to the first hinge point which was a

VINTAGE AIRPLANE 23

mistake because I could have used a lot more aileron on it You noshytice the rudder is changed a bit It seems a little bit bigger rudder esshypecially at the lower end would have helped

I could do a barrel roll real easy going along Just bring the nose up and push full rudder and shed just roll right around I had used some heavier tubing for the wing struts The vee-struts were welded to one piece into the single point

HGF Did you change the horizontal tail at all

PHP No The horizontal tail was trimmed 11 inches I built a moveshyable a trim tab You can see it was kind of squared off The rudder was more squared-off at the botshytom For the landing gear I used a Cub gear fron t stru t and axle and welded in a streamline tubing aft brace

HGF Short stack exhaust too PHP Oh yeah I had short stacks on

it I often had to wipe off the cowl At one time I had wheel pants on

it I flew it even when I was on acshytive duty I flew it a couple times at Volk Field and back and forth I flew it regularly to Truax Field in Madishyson when I was attached to the 1761h

24 JANUARY 2007

fighter squadron a P-51 outfit

HGF So you got that 125-mph cruise back and forth

PHP At least But the airplane probshyably flew 100 hours About 75 to 100 by myself I flew at some avishyation events over in Michigan Once I flew Little A lIdrey to Deshytroit and Bob Nolinski flew Litshytle Poopdeck the name of my new clipwing there and back It got off climbed good Marion Cole flew it Duane Cole flew the airshyplane But it lacked extra aileron it would have balanced out just real nice with a bit more force It flew good inverted and upright I never had any problem with it When I went to Korea in the fall of 51 I put it in storage at Curshytiss-Wright Airport

After I returned I flew it for a while then I sold it in 1953 to a flying club in Sturtevant Wisconshysin They flew it for quite a while as a club airplane Its probably one of the first experimental amshyateur-built clipwing that a flying club owned

As I understand it it got damshyaged around 54 or 55 It came back to Waukesha for repairs and from what I understand (I didnt know it was there) they

were working on the fuselage and it caught fire and that was the end of it other than the wings I dont know what ever happened to the wings

The clipwing monoplane photos disshyplayed on the walls of Pauls offices show a sporty little experimental lightshyplane with pLenty ofpersonality Paul noted that the airpLane couLd have used more roll authority to match its zippy performance When you bring the ailerons in closer to the fuselage their moment arm is decreased neshycessitating an increase in area when compared to the new wing area In reality so much of the airframe was changed during Little Poopdecks construction that it was a pretty simshyple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri a founding member of EAA (EAA 18) Tony saw that well more than 50 percent of the structure and systems were redesigned built and documented by Paul and he agreed that it was proper that it be certificated in the Experimental Amashyteur-BlIilt category

Oh and the name Paul says that all sorts offolks had a tough time proshynouncing his name during World War II and Poopdeck seemed to stick so thats what he named his nifty little single-seat speedster

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

OJ=9(I1IPQllent pads

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

sonably large rudder working a 24shyfoot moment arm I havent flown any acrobatics since I was flying T-28s at Pensacola so I have not had any desire to push this airplane in that way About the most aggressive Ive gotten with her is to do some lazyshyeights and wingovers and in those maneuvers she gives you every indishycation that she would stand on her ear if asked They talk about her beshying pretty docile to land and she is on grass but on pavement she was a handful with a fully castering tail wheel It didnt lock and you cant taxi this airplane with rudder

That fully swiveling tail wheel comshybined with a stiff cross-wind landing created the opportunity for some adshyditional work on the Sportsters wings and landing gear according to McshyCorkle who says The craftsmanship and fabric work by Gary and Michael Hartie of Aircraft Management Services in New Cumberland Pennsylvania nicely complements the work that was previously performed by Ed and Jan in California We decided to make the tail wheel controllable and its a much more reasonable airplane on pavement now Before I did wheel landings and now Ill do three-point landings

For his initial checkout in the Sportshyster a couple of years ago McCorkle turned to Ron Caraway a seasoned pilot and flight instructor who lives

in Apple Valley California It didnt take long for them to discover that the Sportster needed some landing gear adjustments There was toe-in on the landing gear which made it very unshystable recalls McCorkle elaborating so Ron and a friend of his Jim Chapshyman helped fix that which enabled me to fly it across the country

Across the Country It was July 2004 when McCorkle

and NC14288 set out upon their first long cross-country-which took him all the way from California to Conshynecticut A friend accompanied him as far as EI Paso Texas and McCorkle has a 30-page log of the entire adshyventure which was a satisfying mileshystone for him Coming across the Mojave we rode a thermal to 5500 feet my original plan was to go to Grand Junction he explains but I needed to get to 8500 feet to do it and I couldnt hold that thermal So along about Phoenix I was looking at the foothills of the Rockies on the right and we picked our way through the Rockies down to EI Paso I flew solo from there all the way home

He logged about 36 hours of flight time on that trip with 18 stops along the way It was as he says a pretty uneventful flight and those are good ones to have He was weathshyered in only one day and flew two

GILLES AUUARD

or three legs per day Those legs avershyaged about two and a half hours but no more than three

In 2006 he and the Sportster B flew at least two special cross-counshytries-in July to AirVenture in Wisshyconsin for the first time and then in September to the Antique Airplane Associations annual invitational flyshyin in Blakesburg Iowa McCorkle says he was surprised at how few airplanes from the golden age were at Oshkosh but now having made the trip myself I kind of understand at least one reason why that might be-Im going to spend a week tryshying to clean her up after this flight

But perhaps those cleanup and mainshytenance chores will be outweighed for McCorkle by the joy of grassroots flyshying across our scenic country all the while listening to the unique percusshysion of that Kinner radial and feeling the fresh air swirling through the open cockpit And if that isnt enough to enshytice him to keep flying to national and regional fly-ins theres also the invigoshyrating warmth of the inner glow that comes from taxiing up to a tie-down area and watching the smiles light up the faces of those whove never before seen a Kinner Sportster B in the flesh as their lips form that by-now familshyiar question What kind of airplane is it McCorkle will have a cheerful anshyswer for them

VINTAGE AIRPLANE 21

The First Clipwing craftTayl

A

A few weeks ago we sat down with EAAs

founder and chairman of the board

Paul Poberezny to chat about a fun little

airplane he created out of a 1940 Taylorshy

craft Paul was looking for something that

he could use on a regular basis and a preshy

viously clipped lightplane served as an inshy

spiration to Paul to create his own little

speedster Heres our interview with Paul

-HGF

HGF How did Little Poopshydeck come to be

PHP It was a 1940 40-hp airplane that hadnt been damaged or anyshything r just bought it whole less engine and decided that Id like a faster cross-country airshyplane I was stationed at Yolk Field (it was called Camp Douglas at that time) I had a BT-13 and an Army National Guard L-17 r thought it would be kind of nice to fly back and forth at a roaring speed of about

13S mph About that same

time I had an opportushynity to fly Duane Coles Clipwing Cub Little Bit and I think that would be about the same time-48 or soshyat Hales Corners airshyport That inspired me because it was a little snappier than dragging a lot more wing along So I took the project and started on that one r took the wings comshypletely apart r used the extra wing ribs from the

22 JANUARY 2007

wings that I clipped down to 26 feet (I took out a total of 10 feet) doubled all the wing ribs on the wings for extra load and so forth and I put a Continental engine in it with the Ex-Cell-O fuel-injection system so I could operate it upside down It was an 8S-horse engine I designed a different cowling and I used a nosebowl from something that I dont recall offhand

I brought the wings in at the wing root like a Fairchild 24 and built a windshield that sloped back-it was a two-piece windshyshield-sloped to the front spar area I converted it to a control stick on the left side-just a single seat

on the left side of the airplane

HGF What about the fuel system PHP I put a Luscombe tank behind

me And then I got a 2-gallon tank out of an Aeronca Defender that was on my right side on the floor Then when I was inverted the little 2-gallon tank gravity fed the fuel system When it was

right side up the Luscombe tank fed and when )Iou really look at it with all the plumbing and all that stuff it looked like a moonshyshine still-maker thing

I built a wooden dash for it and since it was a single-place airplane the instruments were mostly on my side I clipped the ailerons down to the first hinge point which was a

VINTAGE AIRPLANE 23

mistake because I could have used a lot more aileron on it You noshytice the rudder is changed a bit It seems a little bit bigger rudder esshypecially at the lower end would have helped

I could do a barrel roll real easy going along Just bring the nose up and push full rudder and shed just roll right around I had used some heavier tubing for the wing struts The vee-struts were welded to one piece into the single point

HGF Did you change the horizontal tail at all

PHP No The horizontal tail was trimmed 11 inches I built a moveshyable a trim tab You can see it was kind of squared off The rudder was more squared-off at the botshytom For the landing gear I used a Cub gear fron t stru t and axle and welded in a streamline tubing aft brace

HGF Short stack exhaust too PHP Oh yeah I had short stacks on

it I often had to wipe off the cowl At one time I had wheel pants on

it I flew it even when I was on acshytive duty I flew it a couple times at Volk Field and back and forth I flew it regularly to Truax Field in Madishyson when I was attached to the 1761h

24 JANUARY 2007

fighter squadron a P-51 outfit

HGF So you got that 125-mph cruise back and forth

PHP At least But the airplane probshyably flew 100 hours About 75 to 100 by myself I flew at some avishyation events over in Michigan Once I flew Little A lIdrey to Deshytroit and Bob Nolinski flew Litshytle Poopdeck the name of my new clipwing there and back It got off climbed good Marion Cole flew it Duane Cole flew the airshyplane But it lacked extra aileron it would have balanced out just real nice with a bit more force It flew good inverted and upright I never had any problem with it When I went to Korea in the fall of 51 I put it in storage at Curshytiss-Wright Airport

After I returned I flew it for a while then I sold it in 1953 to a flying club in Sturtevant Wisconshysin They flew it for quite a while as a club airplane Its probably one of the first experimental amshyateur-built clipwing that a flying club owned

As I understand it it got damshyaged around 54 or 55 It came back to Waukesha for repairs and from what I understand (I didnt know it was there) they

were working on the fuselage and it caught fire and that was the end of it other than the wings I dont know what ever happened to the wings

The clipwing monoplane photos disshyplayed on the walls of Pauls offices show a sporty little experimental lightshyplane with pLenty ofpersonality Paul noted that the airpLane couLd have used more roll authority to match its zippy performance When you bring the ailerons in closer to the fuselage their moment arm is decreased neshycessitating an increase in area when compared to the new wing area In reality so much of the airframe was changed during Little Poopdecks construction that it was a pretty simshyple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri a founding member of EAA (EAA 18) Tony saw that well more than 50 percent of the structure and systems were redesigned built and documented by Paul and he agreed that it was proper that it be certificated in the Experimental Amashyteur-BlIilt category

Oh and the name Paul says that all sorts offolks had a tough time proshynouncing his name during World War II and Poopdeck seemed to stick so thats what he named his nifty little single-seat speedster

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

OJ=9(I1IPQllent pads

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

The First Clipwing craftTayl

A

A few weeks ago we sat down with EAAs

founder and chairman of the board

Paul Poberezny to chat about a fun little

airplane he created out of a 1940 Taylorshy

craft Paul was looking for something that

he could use on a regular basis and a preshy

viously clipped lightplane served as an inshy

spiration to Paul to create his own little

speedster Heres our interview with Paul

-HGF

HGF How did Little Poopshydeck come to be

PHP It was a 1940 40-hp airplane that hadnt been damaged or anyshything r just bought it whole less engine and decided that Id like a faster cross-country airshyplane I was stationed at Yolk Field (it was called Camp Douglas at that time) I had a BT-13 and an Army National Guard L-17 r thought it would be kind of nice to fly back and forth at a roaring speed of about

13S mph About that same

time I had an opportushynity to fly Duane Coles Clipwing Cub Little Bit and I think that would be about the same time-48 or soshyat Hales Corners airshyport That inspired me because it was a little snappier than dragging a lot more wing along So I took the project and started on that one r took the wings comshypletely apart r used the extra wing ribs from the

22 JANUARY 2007

wings that I clipped down to 26 feet (I took out a total of 10 feet) doubled all the wing ribs on the wings for extra load and so forth and I put a Continental engine in it with the Ex-Cell-O fuel-injection system so I could operate it upside down It was an 8S-horse engine I designed a different cowling and I used a nosebowl from something that I dont recall offhand

I brought the wings in at the wing root like a Fairchild 24 and built a windshield that sloped back-it was a two-piece windshyshield-sloped to the front spar area I converted it to a control stick on the left side-just a single seat

on the left side of the airplane

HGF What about the fuel system PHP I put a Luscombe tank behind

me And then I got a 2-gallon tank out of an Aeronca Defender that was on my right side on the floor Then when I was inverted the little 2-gallon tank gravity fed the fuel system When it was

right side up the Luscombe tank fed and when )Iou really look at it with all the plumbing and all that stuff it looked like a moonshyshine still-maker thing

I built a wooden dash for it and since it was a single-place airplane the instruments were mostly on my side I clipped the ailerons down to the first hinge point which was a

VINTAGE AIRPLANE 23

mistake because I could have used a lot more aileron on it You noshytice the rudder is changed a bit It seems a little bit bigger rudder esshypecially at the lower end would have helped

I could do a barrel roll real easy going along Just bring the nose up and push full rudder and shed just roll right around I had used some heavier tubing for the wing struts The vee-struts were welded to one piece into the single point

HGF Did you change the horizontal tail at all

PHP No The horizontal tail was trimmed 11 inches I built a moveshyable a trim tab You can see it was kind of squared off The rudder was more squared-off at the botshytom For the landing gear I used a Cub gear fron t stru t and axle and welded in a streamline tubing aft brace

HGF Short stack exhaust too PHP Oh yeah I had short stacks on

it I often had to wipe off the cowl At one time I had wheel pants on

it I flew it even when I was on acshytive duty I flew it a couple times at Volk Field and back and forth I flew it regularly to Truax Field in Madishyson when I was attached to the 1761h

24 JANUARY 2007

fighter squadron a P-51 outfit

HGF So you got that 125-mph cruise back and forth

PHP At least But the airplane probshyably flew 100 hours About 75 to 100 by myself I flew at some avishyation events over in Michigan Once I flew Little A lIdrey to Deshytroit and Bob Nolinski flew Litshytle Poopdeck the name of my new clipwing there and back It got off climbed good Marion Cole flew it Duane Cole flew the airshyplane But it lacked extra aileron it would have balanced out just real nice with a bit more force It flew good inverted and upright I never had any problem with it When I went to Korea in the fall of 51 I put it in storage at Curshytiss-Wright Airport

After I returned I flew it for a while then I sold it in 1953 to a flying club in Sturtevant Wisconshysin They flew it for quite a while as a club airplane Its probably one of the first experimental amshyateur-built clipwing that a flying club owned

As I understand it it got damshyaged around 54 or 55 It came back to Waukesha for repairs and from what I understand (I didnt know it was there) they

were working on the fuselage and it caught fire and that was the end of it other than the wings I dont know what ever happened to the wings

The clipwing monoplane photos disshyplayed on the walls of Pauls offices show a sporty little experimental lightshyplane with pLenty ofpersonality Paul noted that the airpLane couLd have used more roll authority to match its zippy performance When you bring the ailerons in closer to the fuselage their moment arm is decreased neshycessitating an increase in area when compared to the new wing area In reality so much of the airframe was changed during Little Poopdecks construction that it was a pretty simshyple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri a founding member of EAA (EAA 18) Tony saw that well more than 50 percent of the structure and systems were redesigned built and documented by Paul and he agreed that it was proper that it be certificated in the Experimental Amashyteur-BlIilt category

Oh and the name Paul says that all sorts offolks had a tough time proshynouncing his name during World War II and Poopdeck seemed to stick so thats what he named his nifty little single-seat speedster

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

OJ=9(I1IPQllent pads

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

wings that I clipped down to 26 feet (I took out a total of 10 feet) doubled all the wing ribs on the wings for extra load and so forth and I put a Continental engine in it with the Ex-Cell-O fuel-injection system so I could operate it upside down It was an 8S-horse engine I designed a different cowling and I used a nosebowl from something that I dont recall offhand

I brought the wings in at the wing root like a Fairchild 24 and built a windshield that sloped back-it was a two-piece windshyshield-sloped to the front spar area I converted it to a control stick on the left side-just a single seat

on the left side of the airplane

HGF What about the fuel system PHP I put a Luscombe tank behind

me And then I got a 2-gallon tank out of an Aeronca Defender that was on my right side on the floor Then when I was inverted the little 2-gallon tank gravity fed the fuel system When it was

right side up the Luscombe tank fed and when )Iou really look at it with all the plumbing and all that stuff it looked like a moonshyshine still-maker thing

I built a wooden dash for it and since it was a single-place airplane the instruments were mostly on my side I clipped the ailerons down to the first hinge point which was a

VINTAGE AIRPLANE 23

mistake because I could have used a lot more aileron on it You noshytice the rudder is changed a bit It seems a little bit bigger rudder esshypecially at the lower end would have helped

I could do a barrel roll real easy going along Just bring the nose up and push full rudder and shed just roll right around I had used some heavier tubing for the wing struts The vee-struts were welded to one piece into the single point

HGF Did you change the horizontal tail at all

PHP No The horizontal tail was trimmed 11 inches I built a moveshyable a trim tab You can see it was kind of squared off The rudder was more squared-off at the botshytom For the landing gear I used a Cub gear fron t stru t and axle and welded in a streamline tubing aft brace

HGF Short stack exhaust too PHP Oh yeah I had short stacks on

it I often had to wipe off the cowl At one time I had wheel pants on

it I flew it even when I was on acshytive duty I flew it a couple times at Volk Field and back and forth I flew it regularly to Truax Field in Madishyson when I was attached to the 1761h

24 JANUARY 2007

fighter squadron a P-51 outfit

HGF So you got that 125-mph cruise back and forth

PHP At least But the airplane probshyably flew 100 hours About 75 to 100 by myself I flew at some avishyation events over in Michigan Once I flew Little A lIdrey to Deshytroit and Bob Nolinski flew Litshytle Poopdeck the name of my new clipwing there and back It got off climbed good Marion Cole flew it Duane Cole flew the airshyplane But it lacked extra aileron it would have balanced out just real nice with a bit more force It flew good inverted and upright I never had any problem with it When I went to Korea in the fall of 51 I put it in storage at Curshytiss-Wright Airport

After I returned I flew it for a while then I sold it in 1953 to a flying club in Sturtevant Wisconshysin They flew it for quite a while as a club airplane Its probably one of the first experimental amshyateur-built clipwing that a flying club owned

As I understand it it got damshyaged around 54 or 55 It came back to Waukesha for repairs and from what I understand (I didnt know it was there) they

were working on the fuselage and it caught fire and that was the end of it other than the wings I dont know what ever happened to the wings

The clipwing monoplane photos disshyplayed on the walls of Pauls offices show a sporty little experimental lightshyplane with pLenty ofpersonality Paul noted that the airpLane couLd have used more roll authority to match its zippy performance When you bring the ailerons in closer to the fuselage their moment arm is decreased neshycessitating an increase in area when compared to the new wing area In reality so much of the airframe was changed during Little Poopdecks construction that it was a pretty simshyple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri a founding member of EAA (EAA 18) Tony saw that well more than 50 percent of the structure and systems were redesigned built and documented by Paul and he agreed that it was proper that it be certificated in the Experimental Amashyteur-BlIilt category

Oh and the name Paul says that all sorts offolks had a tough time proshynouncing his name during World War II and Poopdeck seemed to stick so thats what he named his nifty little single-seat speedster

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

OJ=9(I1IPQllent pads

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

mistake because I could have used a lot more aileron on it You noshytice the rudder is changed a bit It seems a little bit bigger rudder esshypecially at the lower end would have helped

I could do a barrel roll real easy going along Just bring the nose up and push full rudder and shed just roll right around I had used some heavier tubing for the wing struts The vee-struts were welded to one piece into the single point

HGF Did you change the horizontal tail at all

PHP No The horizontal tail was trimmed 11 inches I built a moveshyable a trim tab You can see it was kind of squared off The rudder was more squared-off at the botshytom For the landing gear I used a Cub gear fron t stru t and axle and welded in a streamline tubing aft brace

HGF Short stack exhaust too PHP Oh yeah I had short stacks on

it I often had to wipe off the cowl At one time I had wheel pants on

it I flew it even when I was on acshytive duty I flew it a couple times at Volk Field and back and forth I flew it regularly to Truax Field in Madishyson when I was attached to the 1761h

24 JANUARY 2007

fighter squadron a P-51 outfit

HGF So you got that 125-mph cruise back and forth

PHP At least But the airplane probshyably flew 100 hours About 75 to 100 by myself I flew at some avishyation events over in Michigan Once I flew Little A lIdrey to Deshytroit and Bob Nolinski flew Litshytle Poopdeck the name of my new clipwing there and back It got off climbed good Marion Cole flew it Duane Cole flew the airshyplane But it lacked extra aileron it would have balanced out just real nice with a bit more force It flew good inverted and upright I never had any problem with it When I went to Korea in the fall of 51 I put it in storage at Curshytiss-Wright Airport

After I returned I flew it for a while then I sold it in 1953 to a flying club in Sturtevant Wisconshysin They flew it for quite a while as a club airplane Its probably one of the first experimental amshyateur-built clipwing that a flying club owned

As I understand it it got damshyaged around 54 or 55 It came back to Waukesha for repairs and from what I understand (I didnt know it was there) they

were working on the fuselage and it caught fire and that was the end of it other than the wings I dont know what ever happened to the wings

The clipwing monoplane photos disshyplayed on the walls of Pauls offices show a sporty little experimental lightshyplane with pLenty ofpersonality Paul noted that the airpLane couLd have used more roll authority to match its zippy performance When you bring the ailerons in closer to the fuselage their moment arm is decreased neshycessitating an increase in area when compared to the new wing area In reality so much of the airframe was changed during Little Poopdecks construction that it was a pretty simshyple matter in the late 1940s to have the aircraft licensed by CAA inspector Tony Maugeri a founding member of EAA (EAA 18) Tony saw that well more than 50 percent of the structure and systems were redesigned built and documented by Paul and he agreed that it was proper that it be certificated in the Experimental Amashyteur-BlIilt category

Oh and the name Paul says that all sorts offolks had a tough time proshynouncing his name during World War II and Poopdeck seemed to stick so thats what he named his nifty little single-seat speedster

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

OJ=9(I1IPQllent pads

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

I have enjoyed the friendly service and very competitive rates

at AUA They cant be beat

- Mike Steele

Mike Steele Walnut Cove NC 27052

bull Retired from PiedmontUSAirways

bull Owns and operates FBO specializshying in aircraft repairrestoration

bull Previous proiect a PA-22 was Reserve Grand Champion at Oshkoskh 2002

AUA is Vintage Aircraft Association approved To become a member of VAA call 8oomiddot843middot36J2

AUAs Exclusive EAA Vintage Aircrah Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages

OJ=9(I1IPQllent pads

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

This information is listed on our website wwwvintageaircraftorg throughout the year Anytime

you have changes related to your listing drop an e-mailed note detailing the changes (using the

format you see on these pages) to vintageaircrafteaaorg Or you can send your note to Editor

Vintage Airplane Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086

Aeronca Aviators Club Robert Szego PO Box 66 Coxsackie NY 12051 518middot731-3131 Email robertaeroncaorg Website wwwaeroncaorg Dues US - $29 yr $55 2-yrs Canada Foreign - $37 yr $55 2 yrs Publication Quarterly Aeronca Aviator

Fearless Aeronca Aviators (f-AA) John Rodkey 280 Big Sur Dr Goleta CA 93117 805-968-1274 Email poobahstergmailcom Website httpaeronca westmontedu Dues Donations accepted for server maintenance Publication email list httpmail westmontedu mailman listinfo aeronca

National Aeronca Association Jim Thompson 304 Adda St Roberts IL 60962 217 -395-2400 Email nationalaeroncaassociation yahoocom Website wwwaeroncapilotscom Dues $25yr $35 Canada $45 Foreign Publication Quarterly

Beech Aero Club Cloyd Van Hook 231 Carondelet St Ste 250 New Orleans LA 70130 504-619-2379 Email cloydvanhookimttcom Website wwwbeechaerocluborg Dues $50 yr Publication BAC Talk

Bellanca-Champion Club Robert Szego PO Box 100 Coxsackie NY 12051 518-731-6800 Email robertbellanca-championclubcom Website wwwbellanca-championclubcom Dues US $35 1-yr$632-yrs Foreign $41 1-yr $68 2-yrs Publication Quarterly B-C Contact

26 JANUARY 2007

Bird Airplane Club Jeannie Hill PO Box 328 Harvard IL 60033-0328 Phone 815-943-7205 Dues Postage Donation

American Bonanza Society Thomas P Turner 1922 Midfield Rd PO Box 12888 Wichita KS 67277 316-945-1700 Fax 316-945-1710 Email absmailbonanzaorg Website httpwwwbonanzaorg Dues US $55 yr Publication ABS Magazine - Monthly

Twin Bonanza Association Richard Ward 19684 Lakeshore Drive Three Rivers MI 49093 269-279-2540 Fax 269-279-2540 Email forwardtwinbonanzacom Website httpwwwtwinbonanzacom Dues $35yr US $45 yr foreign Publication Quarterly

National Bucker Jungmiester Club Colosta Price 300 Estelle Rice Dr Moody TX 76557 254-853-9067

Cessna International Bird DogAssociation (L-190-1) Larry Flinn 9618 Jason Bend Helotes TX 78023 210-695-1944 Fax 210-695-1284 Email C24712aolcom Website httpwwwL-19Bowwowcom Dues $30 yr US $35 yr Canada $45 yr Intl Publication Quarterly Magazine Monthly Email Newsletter

Cessna 150152 Club Lori Colunga Membership Coordinator PO Box 1917 Atascadero CA 93423 805-461-1958 Fax 805-461-1035 Email membershipcessna150-152com Website httpwwwcessna150-152com Dues $35 yr internet only or $45 yr postal subscription Publication Bi-monthly

Cessna Airmaster Club Gar Williams 9S135 Aero Drive Naperville IL 60564 630-904-8416 Email Aerocraftaolcom Dues No Dues Membership is restricted to those that own or would like to own a Cessna Airmaster

Cessna Owner Organization Randy Augustinak PO Box 5000 lola WI 54945 715-445-4053 ext 118 888-MYshyCESSNA Email helpcessnaownerorg Website httpwwwcessnaownerorg Dues $48 yr $89 2 yrs $119 3 yrs Publication Monthly

Cessna Pilots Association John Frank Executive Director 3940 Mitchell Rd Santa Maria CA 93456 805-934-0493 Fax 805-934-0547 Email infocessnaorg Website httpwwwcessnaorg Dues $45 US Canada Mexico $55 Int I Publication E-ATIS electron ic weekly CPA Magazine monthly

Eastern Cessna 190195Association Cl iff Crabs 25575 Butternut Ridge Road North Olmsted OH 44070 440-777-4025 Email ccrabsaolcom Dues $15 Publication 4 yr

International Cessna 120140 Association Ken amp Lorraine Morris President 2900 Howard 8t Poplar Grove IL 61065 989-339-1009 Email presidentcessna120-140org Website wwwcessna120-140org Dues $25 yr Publication 7 issues per year included in membership

International Cessna 170 Association Inc Jan Billeb Executive Secretary 22 Vista View Ln Cody WY 82414 307-587-6397 Fax 307-587-4297 Email headquarterscessna170org Website httpwwwcessna170org Dues $45 USD yr or $130 USD 3 yrs Publication Flypaper-monthly The 170 News-quarterly

International Cessna 180185 Club (ownership required) Keith Peterman 40087 Mission Blvd 392 Fremont CA 94539-3680 510-226-1364 Email presidentskywagonsorg Website wwwskywagonsorg Dues $25 yr Website Bi-monthly

International Cessna 195 Club Coyle Schwab 632 N Tayler Rd 8t Charles IL 60174 630-513-7002 Email coyleschwabsbcglobalnet Website wwwcessna195org Dues $25 Publication Online at website (members only) Non-members can access photos and Hangar Talk forum

West Coast Cessna 120140 Club Randy Thompson 4375 Six B Rd Anderson CA 96007 530-357-5440 Email thompsonsairnorthvalleynet Dues $20 yr Publication 6 yr

Ercoupe Owners Club Carolyn T Carden PO Box 7117 Ocean Isle Beach NC 28469 910-575-2758 Email coupecaperaolcom Website wwwercoupeorg Dues $30 yr US $35 Foreign Publication Monthly Coupe Capers

Fairchild Club John W Berendt President 7645 Echo Point Road Cannon Falls MN 55009 507-263-2414 Email fchldcvtelnet Website httpwwwfairchildclubcom Dues $20 yr Publication Quarterly

International Fleet Club Jim Catalano 8 Westl in Ln Cornwall NY 12518 845-534-3947 Email jcatalanohvcrrcom Website httpusersntplx netj-f1yboy Dues Contributions Publication Approximately 4 yr

Funk Aircraft Owners Association Thad Shelnutt 2836 California Av Carmichael CA 95808 916-971-3452 Email pilotthadaolcom Website wwwfunkflyersorg Dues $12 yr Publication The Funk Flyer (monthly)

The American Yankee Association Stewart Wilson PO Box 1531 Cameron Park CA 95682 530-676-4292 Email secayaorg Website httpwwwayaorg Dues $40 yr Publication The American STAR-Bi-monthly

Canadian Harvard Aircraft Assoc Ray Wh ittemore President PO Box 175 Tillsonburg ON N4G 3T9 CANADA 519-842-9922 Fax 519-842-3292 Email rayspitcrazycom Website wwwharvardsca Dues $50 yr Publication Quarterly The ROAR of the Harvard

Hatz Biplane Association Lyman Hatz PO Box 10 Weyauwega WI 54983 715-536-1069 Email HatzLymanCaolcom Website httpwwwweebeastiecom hatzcbl Dues $20 yr Publication Quarterly

Heath Parasol Club William Schlapman 6431 Paulson Road Winneconne WI 54986 920-582-4454

Howard Club amp Howard Aircraft Foundation Edward R Moore PO Box 50 West Mystic CT 06388 860-536-3002 Email EBDGA15Paolcom Website httpmembersaolcom HowardClub Dues $30 yr Publication Quarterly

Luscombe Association Steve Krog 1002 Heather Lane Hartford WI 53027 262-966-7627 Fax 262-966-9627 Email sskrogaolcom Website wwwluscombeassocorg Dues $25 USD - US amp Canada $30 Foreign Publication Luscombe Association Newsletter 6 yr

The Luscombe Endowment Inc Doug Combs 2487 S Gilbert Rd 106 PMB 113 Gilbert AZ 85296 480-650-0883 Fax 480-988-1094 Email mrluscombeluscombeorg Website wwwluscombeorg Dues None Required Donations Requested Publication Combined written and online

Meyers Aircraft Owners Association Doug Eshelman 1563 Timber Ridge Dr Brentwood TN 37027 615-400-3382 Fax 615-371-8231 Email deshcomcastnet Dues Postage Fund Donation Publication newsletter 3-4 times yearly

Western Association of Mooney Mites (WAMM) Michael Harms PO Box 391641 Mountain View CA 94039 510-739-2481 Email michaelharmsgecom Website httpwwwmooneymitecom Dues None Publication None

N3N Owners and Restorers Association H Ronald Kempka 2380 Country Road 217 Cheyenne WY 82009 307-638-2210 Email wyn3naolcom Dues $20 yr Publication Quarterly

VINTAGE AIRPLANE 27

American Navion Society Gary Rankin PMB 335 16420 SE McGi llivray 103 Vancouver WA 98683 Phone May - Oct 360-833-9921 Nov - April 623-975-4052 Fax May - Oct 360-833-9921 Nov shyApril 623-975-4062 Email Flynavionyahoocom Website wwwnavionsocietyorg Dues US $50 yr Canada $54yr Foreign $64 yr Publication The Navioneer (Bi-monthly)

Navion Pilots Association John Hartman PO Box 6656 Ventura CA 93006 805-320-3924 Fax 805-672-2424 Email jonnavionpilotsorg Website wwwnavionpilotsorg Dues $25 yr Publication News via web

Navion Skies Raleigh Morrow PO Box 2678 Lodi CA 95241 209-482-7754 Fax 209-367-9390 Email Navionlinreachcom Website httpwwwnavionskiescom Dues $45yr Publication Navion SkiesAmerican Navioneer

Brodhead Pietenpol Association Doc Mosher PO Box 3501 Oshkosh WI 54903 920-886-3575 Email BPANtdsnet Website httpwwwpietenpolorg Dues $16 yr Publication Quarterly

Cub Club Steve Krog 1002 Heather Lane Hartford WI 53027 262-966-7627 Fax 262-966-9627 Email sskrogaolcom Website wwwcubcluborg Dues $30 USD - US Canada $35 Foreign Publication Cub Clues 6yr

Piper Apache Club John Lumley 6778 Skyline Drive Delray Beach FL 33446 561-499-1115 Fax 561-495-7311 Email captainapacheaolcom Website wwwpiperapacheclubcom Dues $36 yr 28 JANUARY 2007

Piper Aviation Museum Foundation Russell Nelson One Piper Way Lock Haven PA 17745 570-748-8283 Fax 570-893-8357 Emai l piperkcnetorg Website wwwpipermuseumcom Dues $30 per year Publ ication The Cub Reporter (Quarterly)

Piper Owner Society Randy Augustinak PO Box 5000 lola WI 54945 888-692-3776 Fax 715-445-4053 Email helppiperownerorg Website httpwwwpiperownerorg Dues $48yr $892 yrs $1193 yrs Publ ication Monthly

Short Wing Piper Club Inc Eleanor Mills PO Box 166 Halstead KS 67056 316-835-3650 or 316-835-3307 Email swpnsbcglobalnet Website httpwwwshortwingorg Dues $30yr US amp Canada $40 Foreign Publication Short Wing Piper News - Bishymonthly

Supercuborg Steve amp Dana Johnson PO Box 901465 Kansas City MO 64190 816-741-1486 Email sjdjsupercuborg Website wwwsupercuborg Dues Donations Publication Online discussion forum

Porterfield Airplane Club Chuck Lebrecht 91 Hickory Loop Ocala FL 34472 352-687-4859 Dues $5yr Publication Quarterly

International Ryan Club John R Hodges 11298 Twin Spires Dr Flint TX 75762 903-894-8993 Email editorryancluborg Website wwwryancuborg Dues $15 electronic subscription $20 print (U S) $25 print (International) Publication Quarterly

1-26 Association (Schweizer) Lisa Sergent SecretaryTreasurer 7100 Christy Creek Morehead KY 40351 606-780-0196 Email sectreas126associationorg Website www126associationorg Dues $15yr Regular $25 yr Sustaining $300 life membersh ip Publication Bi-monthly

Stearman Restorers Association Jack Davis 7000 Merrill Ave Box 90 Chino Airport Chino CA 91710 626-792-0638 Email davcostearmannet Website wwwstearmannet Dues $35yr US $45 Overseas Publication Stearman Flying Wire Quarterly

International Stinson Club Anthony L Wright 2264 Los Robles Road Meadow Vista CA 95722 530-878-6996 Email stinson2junocom Website wwwstinsoncluborg Dues $30yr Publication Monthly

National Stinson Club George Alleman 1229 Rising Hill Road West Placerville CA 95667 530-622-4004 voice amp fax Email nscgeorgeinternet49com Dues $20 US amp Canada $25 Foreign Publication Stinson Plane Talk 4 yr

Swift Museum Foundation Inc (Swift Association) Charlie Nelson PO Box 644 Athens TN 37303 Headquarters 423-745-9547 Parts Department 423-744-9696 Fax 423-745-9869 Email toCharlieswiftlychsaolcom Email secretaryswiftlypamaolcom Website wwwswiftpartscom Dues $35 yr Publication Monthly

West Coast Swift Wing Gerry or Carol Hampton 3195 Bonanza Dr Cameron Park CA 95682 530-676-7755 Fax 530-676-7755 Email av8rgnhsbcglobalnet Dues $15yr Mail or $5yr email Publication Monthly

Taylorcraft Foundation Inc Forrest A Barber President 13820 Union Ave NE Alliance OH 44601 330-823-1168 Fax 330-823-1138 Email fbarberalliancelinkcom Website wwwtaylorcraftorg Dues $15yr Publication Three times per year in 2007

Western Waco Association Les Whittlesey 16 Oak Canyon Trl Coto De Caza CA 92679 949-789-4555 E14 Fax 949-789-4556 Email Whittlesey4coxnet Dues USPS $20 Email $10 Publication Quarterly

American Aviation Historical Society Bruce Cunningham 2333 Otis Street Santa Ana CA 92704 714-549-4818 Email presaahs-onlineorg Website wwwaahs-onlineorg Dues $39yr US Publication Quarterly

M U L TIP LEA IRe RAFT Taylorcraft Owners Club Bruce Bixler President 12809 Green Bower Rd NE Alliance OH 44601 330-823-9748 Email tocprezyahoocom Website wwwtaylorcraftorg Dues $15 yr Publication 3yr

VirginiaCarolinas Taylorcraft Owners Club (VCTOC) Tom Pittman 116 Winston PI Appomattox VA 24522 434-352-5128 Email vctoc6junocom Website wwwvctocorg Dues One time fee of $10 Publication Occasional

Travel Air Restorers Association (TARA) Jerry Impellezzeri 4925 Wilma Way SanJoseCA 95124 408-356-3407 Email clear_prop2003yahoocom Website wwwtravelairorg Dues $15calendar year Publication Travel air Log Quarterly

American Waco Club Phil Coulson 28415 Springbrook Dr Lawton MI 49065 269-624-6490 Email rcoulson516cscom Website wwwamericanwacoclubcom Dues $35 US $45 Foreign Publication Bi-monthly

National Waco Club Andy Heins 50 La Belle St Dayton OH 45403 937-313-5931 Email wacoasoaolcom Website wwwnationalwacoclub com Dues $20 yr Publication Waco Pilot Bi-monthly

ORGANIZATIONS

Florida Antique Biplane Association Inc Larry Robinson 10906 Denoeu Road Boynton Beach FL 33437 561-732-3250 Email BeyeViewaolcom Dues $48yr Publication Monthly The Flying Wire

National Biplane Association Charles W Harris PO Box 470350 Tulsa OK 74147-0350 918-665-0755 Fax 918-665-0039 Email cwhhvsucom Website wwwnationalbiplaneassnorg wwwbiplaneexpocom Dues $25 individual $40 family add $10 foreign Publication Bi-Annual

North American Trainer Association (T6 T28 NA64 NA50 P51 B25) Kathy amp Stoney Stonich 25801 NE Hinness Road Brush Prairie WA 98606 360-256-0066 or 360-896-5398 Email natraineraolcom Website wwwNorthAmericanTrainerorg Dues $45 US amp Canada $55 Foreign Publication Quarterly NATA Skylines

Taildragger Club Asa Dean 16216 N 34th Way Phoenix AZ 85032-3119 602-622-8335 Email asataildraggercluborg Website wwwtaildraggercluborg tdc

WWI Aeroplanes Inc Leonard Opdycke 15 Crescent Road Poughkeepsie NY 12601 845-473-3679 Website wwwwwlaeroplanesincorg Dues $42 yr $47 Foreign Publication 2 Journals each 4 yr

Cross amp Cockade Bob Sheldon Secretary 14329 S Calhoun Ave Burnham IL 60633 708-862-1014 Dues $15 yr Publication Bi-monthly

Eastern Reg US Air RaCing Association Jack Dianiska President 26726 Henry Road Bay Village OH 44140 440-871-3781

International Flying Farmers Kathy Marsh PO Box 9124 Wichita KS 67277-0124 316-943-4234 Fax 800-266-5415 Email Supportflyingfarmersorg Website wwwflyingfarmersorg Dues $25 yr Publication 6 yr

United Flying Octogenarians Herbert Sloane PO Box 11114 Montgomery AL 36111-0114 334-832-2413 Email pilotherbyahoocom Website unitedflyingoctogenariansorg Dues $12 yr Publication UFO newsletter (bi-monthly)

International Deaf Pilots Association Jeff Willoughby 13 Fox Valley Drive OFallon MO 63366 Website wwwdeafpilotscom Dues $35 yr active pilots Publication yes

Intl Fellowship of Flying Rotarians Tom Surowka World SecjTreasurer 203A Rubens Drive Nokomis FL 34275-4211 941-966-6636 Fax 941-966-9141 Email surowkaiffrorg Website wwwiffrorg

VINTAGE AIRPLANE 29

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International Wheelchair Aviators PO Box 2799 Big Bear City CA 92314 909-585-9663 Fax 909-585-7156 Email iwaviatorsaolcom Website wwwwheelchairaviatorsorg

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National Association of Priest Pilots (NAPP) Mel Hemann 127 Kaspend Place Cedar Falls IA 50613-1683 319-266-3889 Website wwwpriestpilotsorg Dues $20 Publication NAPP

OX-5 Aviation Pioneers Flora Balmer PO Box 7974 Pittsburgh PA 15216 412-341-5650 Email OX5Nationalhqshotmailcom Website httpox5pioneersorg Dues $20yr Publication OX-5 News Bimonthly

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Ninety-Nines Inc Women Pilots Organization Elizabeth Lundin 4300 Amelia Earhart Ln Oklahoma City OK 73159 405-685-7969 Fax 405-685-7985 Email 99sninety-ninesorg Website wwwninety-ninesorg Dues $65yr Publication Bi-monthly

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BY SPARKY BARNES SARGENT

For Safetys SakeshyEssentials for Safe Flying

Professional aviation author and photographer Charles H Stites pubshylished his first book For Safety s Sake-Essentials for Safe Flying in 2006 The book is written from a pishylot s perspective and addresses the familiar yet sometimes con trover-

Iowa Takes to the Air

Once again author and

pilot Ann Holtgren Pelshy

legreno has invited readers

to accompany her vicarimiddot

ously on a historical journey

IOWA TAKES TO THE AIR

v- l

~

-J - - _-

-~ - as she did when she penned

World Flight-The Earhart Trail

about her experience flying a

Lockheed Electra around the

world in 1967 to commemorate

Amelia Earharts last flight

This time via her trilogy Iowa Takes to the Air the author enshy

tices readers to travel through time with her beginning in 1845 and culminatshy

ing in 2003 as she guides them through a captivating history of aviation With

the recent completion of her third volume the author diligently encompasses

virtually all facets of Iowas aviation in this trilogy-from mechanics and pilots

to manufacturers and historical events Readers will become well-acquainted

with homebuilders balloonists air show glider and mail pilots parachutists

and many other pioneers-both male and female Yet theres more-the aushy

thor also includes numerous aspects of military civilian and commercial aviashy

tion enterprises

Pellegrenos scope is expansive (she dedicated 35 years research to these

volumes that span 158 years) and elucidates Iowas significant contribution to our

nation s aviation heritage Best of all readers may feel a personal connection with

these Iowans through the authors illuminating biographical sketches Iowa Takes

to the Air has earned its place in aviation history-but not just in its namesake

state This richly detailed trilogy belongs in any aviation history buffs collection

Published by Aerodrome Press the books may be ordered directly from the

author and autographed upon request Each book is printed on quality paper

and available in hardcover with dust jacket Volume One 1845-1918 288 pages

with 135 photographs $2750 postpaid Volume Two 1919-1941 336 pages

with 176 photographs $3250 postpaid and Volume Three 1941-2003 386

pages with 211 photographs $3750 postpaid Make checks payable to Ann Pelshy

legreno Mail to Ann Pellegreno PO Box 1056 Decatur TX 76234

sial topic of safety awareness and practices Experienced pilots know its possible for complacency or disshytractions to cloud their judgment and decision-making process someshytimes when they need those skills the most With a foreword by Rod Machado For SafetyS Sake brings safety to the forefront of our minds and openly discusses potential conshysequences resulting from unsafe maneuvers or poor decisions The author shares insights and pOignant lessons learned with the reader in much the same way a close friend would have a heart-to-heart convershysation with another friend

Based partially upon his popushylar monthly column for Private Pishylot the author presents real-life incidents and accidents-whether from his own personal experiences or via excerpts from the National Transportation Safety Board-and thoughtfully explores the factors involved in each In many of the books 20 chapters the author deshyscribes a scenario analyzes what went wrong (or sometimes right) during those events and then foshycuses on the probable reasons why the situation ended as it did

Stites encourages pilots to be vigilant and constantly aware of safety-related issues and to mainshytain control in adverse condishytions-to truly be the pilot in command long before the aircraft leaves the ground Subjects include night flying luck versus skill flyshying in inclement weather flying with distractions in the cockpit and communicating with air trafshyfic controllers

Published by AviaPrints Publicashytions of Chapel Hill North Caroshylina the book may be ordered online from wwwLulucomcontent358794 This softcover book is 141 pages and costs $1495 plus shipping

VINTAGE AIRPLANE 31

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The Pietenpol Story Editors Note Bill Sch lapma n wrote a short review of

Chets newest book that was published in last months isshysue Sparky Barnes Sargent has penned an additional review of The Pietenpol Story that we feel highlights the book with a unique perspective-HGF

Pilot author and longtime VAA member Chet Peek once again conveys his passion for vintage aircraft and aviating th rough h is seventh book The Pietenpol Story Peek brings

aviation pioneer Bernard Pietenpols life and airplanes intovivid focus all the way from his early amateur-built aircraft days (1922) in Cherry Grove Minnesota until his death in 1984-while simultaneously framing the story within a broader perspective of our nation s socio-economic climate and its corresponding effect on the aviation industry The author details the variety of engines that have powered Pishyetenpol aircraft (primarily the Air Camper and Sky Scout) throughout the years including the Gnome and Model T and especially the Model A and the Corvair engines

Peeks original research for this book includes travels to Cherry Grove Minnesota and Brodhead Wisconsin where he gleaned a wealth of information from Pietenpol family members and close friends as well as knowledgeable aficionados The author skillfully provides enlightening technical and historical details in an easy-to-read narrative enhanced no doubt by his own firsthand familiarity with the intricacies of building an Air Camper Yet The Pietenshypol Story is much more than a history book for the author neatly weaves contemporary accounts of ardent Pietenpol enthusiasts-both national and international-into the fabric of the long-enduring Pietenpol movement which continues to flourish This book is a must-read for Pietenshypol owners and pilots as well as those who simply love grassroots aviating

Published by Three Peaks Publishing in Norman Oklashyhoma the book is available from major aviation-related booksellers This softcover book is 125 pages long and chock-full of intriguing black and white photographs It is identified as ISBN 1-886196-05-2 and costs $2495 plus shipping

The 2007 official Vintage Airplane calendar is a collection of stunning air- fo-a ir aviation photography showcasing some of the most remarkable airplanes of yesteryear Each month f eatures a classic aircraft that will be prized by anyone who appreciates the grandeur of aviation Detailed narrative descriptions are provided with each image plus three-views of the f eatured planes Each month also provides key events in aviation history printed on the actual date of occurrence This 14xll-inch full-color wall

=-- 0 1

calendar is the perfect giftfor all VAA members and their families

- To order mail your checkmoney order to

VAA 2007 Calendar co Turner Publishing Company PO Box 3101 bull Paducah KY 42002-3101

=~~~~I D Send me __ copies of the VAA 2007 Calendar Only $1595 each The VAA 2007 Calendar is the 3rd I D Add $395 shipping first calendar $1 each add J copy Annual Calendar published by the I D Ky residents add 6 sales tax Vintage Aircraft Association and TOTAL ENCLOSED $____________

Turner Publishing Company

EASY TO ORDER I Your Name IBy Phone ----------------------------------------------------- shyI Address 1-800-788-3350

OntheVVeb I -C-------------------------S-ta-t-e ------------Z- ---- shywwwturnerpublishingcom11ty lp

I -h--------------------------------I -(---rder-- fi-rm--at-io-n-)--P-one E-mai- ~or o--- co-n-L ___ __ _ ______________ ~VisaMastercard Accepted

The 2007 official Vintage Airplane calendar is a collection of stunning air- fo-a ir aviation photography showcasing some of the most remarkable airplanes of yesteryear Each month f eatures a classic aircraft that will be prized by anyone who appreciates the grandeur of aviation Detailed narrative descriptions are provided with each image plus three-views of the f eatured planes Each month also provides key events in aviation history printed on the actual date of occurrence This 14xll-inch full-color wall

=-- 0 1

calendar is the perfect giftfor all VAA members and their families

- To order mail your checkmoney order to

VAA 2007 Calendar co Turner Publishing Company PO Box 3101 bull Paducah KY 42002-3101

=~~~~I D Send me __ copies of the VAA 2007 Calendar Only $1595 each The VAA 2007 Calendar is the 3rd I D Add $395 shipping first calendar $1 each add J copy Annual Calendar published by the I D Ky residents add 6 sales tax Vintage Aircraft Association and TOTAL ENCLOSED $____________

Turner Publishing Company

EASY TO ORDER I Your Name IBy Phone ----------------------------------------------------- shyI Address 1-800-788-3350

OntheVVeb I -C-------------------------S-ta-t-e ------------Z- ---- shywwwturnerpublishingcom11ty lp

I -h--------------------------------I -(---rder-- fi-rm--at-io-n-)--P-one E-mai- ~or o--- co-n-L ___ __ _ ______________ ~VisaMastercard Accepted

BY DOUG STEWART

The New York VFR corridor accident shyThe morning of October 11 dawned somewhat gray It

was going to be a marginal visual flight rules (VFR) day in the Northeast Ceilings were forecast to be lower than 2500 feet and visibilities less than 5 miles Thus it was going to be a good day for me to catch up on lots of overshydue phone calls to return and e-mails to respond to and maybe I might even find some time to get working on the next article for this magazine And whereas I yearn on a daily basis to get at least 1000 feet between my buns and the ground if I missed the opportunity that day it wouldnt be the end of the world It was hardly a great day to view the world from aloft It would be a day when I could take a pass on enjoying the fantastic freedom to avishyate as we can only here in the United States and put the time to use pursuing albeit less enthralling but nonetheshyless necessary activities

Thus I was hardly prepared for the phone call I received that afternoon Doug have you heard Someone just crashed an airplane into an apartment building in Manshyhattan Thoughts quickly came to my mind of another terrorist attack Those thoughts were quickly snubbed as the caller continued Yeah it was a Cirrus Cory Lidle the Yankee pitcher and a flight instructor were flying it Where did it happen I asked as my mind filled with numerous other questions

Well they took off from Teterboro Airport flew down the Hudson around the Statue of Liberty and then up the East River Apparently they were making a ISO-degree turn at Roosevelt Island and ran into a building just west of the East River Dont you advise not going up the East River Indeed I do I responded

The caller was referring to a seminar that I present on flying the New York VFR corridor In fact I have even produced a DVD on the subject One of the most emphatic pOints I make in the seminar is that I highly discourage flying up the East River The exclusion area beneath the overlying class Bravo airspace has a ceilshying of 1100 feet and comes to a dead end just north of Roosevelt Island where it abuts the La Guardia Airport surface-based airspace

If one flies up the East River the pilot will have to make a ISO-degree turn in a very very narrow corridor The turn will tax the skills of many pilots and the capabilishyties of most airplanes to stay within the lateral limits of the exclusion area In essence it is quite similar to flying up a box canyon The only difference is that the walls deshyfining the sides of this canyon are not solid that is until you stray beyond the limits and hit a building Lines on a chart depicting the lateral limits of the airspace define the canyon walls Furthermore this canyon has a vertical limit as well

I guess weve just gotten graphiC proof of what I have long espoused that the turn is virtually imposshysible to all but a few By the way whats the weather like down there I asked (My caller was actually callshying from New Jersey not far from New York City) Well the METAR at Teterboro when they departed was 1SOO overcast with 4 miles visibility but the ceilings have been coming down all day it s probably lower now What about the winds I asked Theyre out of the east at about 14 knots

So many questions flooded my mind What were they doing flying up the East River Sightseeing On a day like this Did they really think they could make the turn These were typical questions that anyone with any amount of aviation knowledge might ask But other less obvious questions sprang to mind as well What is the public reaction going to be to this How are the politishycians going to respond How is the media going to handle this Does this mean that general aviation takes another black eye in the publics perception

Ever since September 11 general aviation has been the whipping boy for so many diversified groups Everyone from the media through the politiCians to the general public seems to forget that even though airplanes were used to reap devastation on that infamous day a small general aviation airplane has never been used in any type of terrorist attack

Terrorists have used small pleasure boats as in the atshytack on the USS Cole and panel trucks as were used both

3 4 JANUARY 2007

at the World Trade Center and in Oklahoma City yet we dont see politicians attempting to ban boats from our rivshyers or panel trucks from our roadways Regardless those of us who fly small airplanes are all considered potential terrorists flying weapons of mass destruction by the genshyerally ignorant public

All of us who are pilots know the absurdity of this menshytality [t is up to us to change this perception One way that we can change it is by flying in a manner that can only be looked upon with respect And sad to say we arent doing a great job of it

Every time a pilot violates special-use airspace-be it the DC air defense identification zone or the temposhyrary flight restrictions established around Camp David Crawford Texas Kennebunkport Maine or even the loshycal college football game-every time a person is able to get away with going for a drunken joy ride in a stolen airshyplane and every time a pilot empties the White House everyone of us who derives joy in the ability to take flight runs the risk of losing that capability

One of the things [ stress in the seminar I present on flying the New York VFR corridor is that there are many people in New York City who not only feel genuinely threatened every time an airplane flies over head but also angered and self-righteous They would like nothing betshyter than to shut all of us down Thus it behooves every pishylot who chooses to fly in that airspace to be on his or her best behavior

But you know it applies not only to congested citshyies like New York Los Angeles and Chicago but also to everywhere that we fly Its true that one can often pick out the pilots in a crowd of people as the ones who look skyward every time an airplane flies overhead But unshyfortunately some of the heads that turn skyward are not friends of aviation They feel frightened and intimidated and seek any and every chance to find a cause a reason an excuse to ban us from the sky

We are so very lucky to have the freedoms of flight that we have in this country But if we are to retain them we are going to need to do a better job of protecting those freedoms 50 I ask each and everyone of you to think how your flying might impact the general publics perception of aviation

For example the next time you decide to go out and build your night proficiency dont fly 10 takeoffs and landings at one airport especially if its a nontowered airshyport near a residential area Im sure youre going to upset all those folks who are trying to relax in front of their teleshyvisions Move around to several different airports to log those much-needed takeoffs and landings If youre pracshyticing your eights-on-pylons dont fly around the same two silos until the farmer comes out and fills your tail with birdshot After a few circuits move on to a couple of more pylons This not only will give you a chance to ensure that you really understand the maneuver but also will keep the cows and the farmers content It means reshy

sisting the urge to buzz your best buddys house even if you have 3-inch tail numbers

The list could go on and on There are so many things that we do in our airplanes that we consider innocuous but that are regarded by those not enamored of aviation as irritating or dangerous or threatening Many of the things that we do in our airplanes that put a smile on our face might very well put a frown on the face of a groundshybound unenlightened nonpilot

High-profile accidents and incidents such as the Lidle accident in New York City definitely provide fodder for the politicians who seek to limit or in some cases even ban our aviation activities Every time we do something in our airplanes that disregards the thoughts or feelings of those less tolerant of our paSSion we add to their arshysenal of weapons to use against us Whether we like it or not the day has arrived when we have to consider the ramifications of everything we do in our airplanes To do otherwise might very well lead to our losing the fantastic freedoms of flight that we are so fortunate to enjoy here in America And then it wouldn t matter if there were blue skies and tail winds

Doug Stewart is the 2004 National CFI of the Year a NAFI Master Instructor and a designated pilot examiner He opershyates DSFI Inc (wwwD5Flightcom) based at the Columbia County Airport (lBl)

or online at httpshopeaa- -=---_

TO ORDER 1-800-843-3612

From Us and Canada all others 920-426-5912

VINTAGE AIRPLANE 35

at the World Trade Center and in Oklahoma City yet we dont see politicians attempting to ban boats from our rivshyers or panel trucks from our roadways Regardless those of us who fly small airplanes are all considered potential terrorists flying weapons of mass destruction by the genshyerally ignorant public

All of us who are pilots know the absurdity of this menshytality [t is up to us to change this perception One way that we can change it is by flying in a manner that can only be looked upon with respect And sad to say we arent doing a great job of it

Every time a pilot violates special-use airspace-be it the DC air defense identification zone or the temposhyrary flight restrictions established around Camp David Crawford Texas Kennebunkport Maine or even the loshycal college football game-every time a person is able to get away with going for a drunken joy ride in a stolen airshyplane and every time a pilot empties the White House everyone of us who derives joy in the ability to take flight runs the risk of losing that capability

One of the things [ stress in the seminar I present on flying the New York VFR corridor is that there are many people in New York City who not only feel genuinely threatened every time an airplane flies over head but also angered and self-righteous They would like nothing betshyter than to shut all of us down Thus it behooves every pishylot who chooses to fly in that airspace to be on his or her best behavior

But you know it applies not only to congested citshyies like New York Los Angeles and Chicago but also to everywhere that we fly Its true that one can often pick out the pilots in a crowd of people as the ones who look skyward every time an airplane flies overhead But unshyfortunately some of the heads that turn skyward are not friends of aviation They feel frightened and intimidated and seek any and every chance to find a cause a reason an excuse to ban us from the sky

We are so very lucky to have the freedoms of flight that we have in this country But if we are to retain them we are going to need to do a better job of protecting those freedoms 50 I ask each and everyone of you to think how your flying might impact the general publics perception of aviation

For example the next time you decide to go out and build your night proficiency dont fly 10 takeoffs and landings at one airport especially if its a nontowered airshyport near a residential area Im sure youre going to upset all those folks who are trying to relax in front of their teleshyvisions Move around to several different airports to log those much-needed takeoffs and landings If youre pracshyticing your eights-on-pylons dont fly around the same two silos until the farmer comes out and fills your tail with birdshot After a few circuits move on to a couple of more pylons This not only will give you a chance to ensure that you really understand the maneuver but also will keep the cows and the farmers content It means reshy

sisting the urge to buzz your best buddys house even if you have 3-inch tail numbers

The list could go on and on There are so many things that we do in our airplanes that we consider innocuous but that are regarded by those not enamored of aviation as irritating or dangerous or threatening Many of the things that we do in our airplanes that put a smile on our face might very well put a frown on the face of a groundshybound unenlightened nonpilot

High-profile accidents and incidents such as the Lidle accident in New York City definitely provide fodder for the politicians who seek to limit or in some cases even ban our aviation activities Every time we do something in our airplanes that disregards the thoughts or feelings of those less tolerant of our paSSion we add to their arshysenal of weapons to use against us Whether we like it or not the day has arrived when we have to consider the ramifications of everything we do in our airplanes To do otherwise might very well lead to our losing the fantastic freedoms of flight that we are so fortunate to enjoy here in America And then it wouldn t matter if there were blue skies and tail winds

Doug Stewart is the 2004 National CFI of the Year a NAFI Master Instructor and a designated pilot examiner He opershyates DSFI Inc (wwwD5Flightcom) based at the Columbia County Airport (lBl)

or online at httpshopeaa- -=---_

TO ORDER 1-800-843-3612

From Us and Canada all others 920-426-5912

VINTAGE AIRPLANE 35

BY HG FRAUTSCHY

THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF THE EAA

Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than February 10 for inclusion in the April 2007 issue of Vintage Airplane

You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line

BOEING AERONAUTICAL LIBRARY ARCHIVES

OCTOBERS MYSTERY ANSWER SEPTEMBERS MYSTERY ANSWER

See December 2006 magazine r~~1 for Octobers answer

The December column is a classic exshyample of what can happen when youre working on two issues at the same time The answers that should have been published in this months column were published last month Please refer back to the December 2006 issue for the text that belongs with the Fokker Universal our October Mystery Plane

My apologies heres the correct text for the September Mystery Plane the Commercial C-l Sunbeam

From Jack Erickson State College Pennsylvania

The following information comes

36 JANUARY 2007

from Aerofilescom and Joe Juptners book T-Hangar Tales pages 81-82

The September 2006 Mystery Plane is the Commercial Sunbeam Cshy1 The aircraft as shown was built in 1929 as cn 1 and was registered as X137E Versions of your photo shown in the references give the aircraft name and registration It was a six-place (two in the open cockpit and four in the cabin) commercial aircraft The engine in cn 1 was a 220-hp Wright J-S nineshycylinder radial

The manufacturer was Commercial Aircraft Corporation located at the Los Angeles Metropolitan Airport in Van

Nuys California (the firm was later in Portland Oregon) No approved type certificate was issued for the Commershycial C-l Aerofiles notes that in 1931 the design was owned by American Sunbeam Aircraft Ltd of Santa Monica California This firm built some later airshycraft of quite different design

A few more Commercial C-1 aircraft were built including cn 4 registered XS64M with a 300-hp WrightJ-6-9 nineshycylinder engine This latter aircraft was used in a 1929 endurance flight by Ms Bobbi Trout and Ms Elinor Smith and in a 1931 endurance flight by Ms Trout and Ms Edna Mae Cooper

From Noel Allard Menahga Minshynesota

There is an interesting story conshycerning the Sunbeam that harkens to the time when long-duration nonstop flights were the rage Two young ladies Bobbi Trout and Elinor Smith to be exshyact planned and carried out an endurshyance flight of 45 hours then a record With its J-6-9-300 Wright engine the Sunbeams cabin was stripped crammed with fuel tanks then taken aloft for the endurance flight Sponsors were Kendall Oil providing the oil and Richfield Oil providing the gas At the 36-hour mark Trout and Smith carried out their first aerial refueling by hooking up to a danshygling hose dropped from a battered old Curtiss Carrier Pigeon The Pigeons enshygine conked out during the operation and couldnt be repaired before the Sunshybeam ran out of fuel Elinor Smith made an incredible dead-stick night landing to end the flight well short of the planned 168-hour goal The plane never made headlines again

From Doug Rounds Zebulon Georshy

gia we have the following text and specifications from Janes All the Worlds Aircraft

The C-1SVNBEAM BIPLANE Type-Six seat commercial cabin bishy

plane Wings-Equal-wing staggered sinshy

gle-bay biplane Centre section carried above fuselage on splayed-out struts with one pair of parallel interplane struts on either side of fuselage Wing structure consists of two wooden spars metal Warren-truss ribs and compresshysion members and duralumin leadingshyedge the whole being covered in fabric Ailerons on all four wings

Fuselage-Rectangular-welded steel tube structure of Warren-truss type covshyered with fabric

Tail Unit-Normal monoplane type Welded steel-tube framework covered with fabric Balanced rudder Adjustable fin and tail plane

Undercarriage-Divided type with oleo shock-absorber legs Steerable tailshyskid with rubber-disc springing

Powerplant-One 300-hp Wright

Whirlwind 0-6) nine-cylinder radial air cooled engine Fuel carried in two wing and one fuselage tanks Total capacity 125 US gallons

Accommodation-Behind fireproof bulkhead and under centre-section is cabin with accommodations for four passengers in removable wicker chairs Behind cabin is open pilots cockpit for two with side-by-side seating and comshyplete dual controls

DimenSions-Span 34 ft 6 in (1052 m)

Weight and Loadings-Weight loaded 3910 lbs (1775 kg) Wing loadshying 1O25Ibssq ft (50 kgsq m) Power loading 123 lbsh p (556 kghp) Performance-Maximum speed 125 mph (201 kmh) Landing speed 45 mph (72 kmh) Initial rate of climb 743 ftmin (236 mmin) Service ceilshying 13000 ft (3960 m)

Correct answers were received from Wayne Van Valkenburgh Jasper Georgia Wayne Muxlow Minneaposhylis Minnesota and Dave Stott Monshyroe Connecticut

SPEND LESS amp FLY MOREl Introducing Your Newest EAA Member Benefit

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VINTAGE AIRPLANE 37

NOMINATIONS FOR EAA DIRECTORS Pursuant to the Amended and

Restated Articles and Bylaws of Experimental Aircraft Association Inc the President has designated six (5) members of the Association to act as the Nominating Committee to receive nominations for Class I Directors The Committee includes Ron Scott Chairman N8708 Sky Lane Rt 1 East Troy WI 53120 Zonnie Fritsche W6305 Peninsula Court Neshkoro WI 54960 Robert D Lumley 1265 S 124th Street Brookfield WI 53005 Cody Welch 8529 Pineview Lake Dr Linden MI 48451 and Harry Zeisloft 2787 Leisure World Mesa AZ 85206

By this notice nominations are hereby solicited for the nine (9) Class I Director posit ions to be filled at the 2007 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 PO Box 3086 Oshkosh WI 54903-3086) or bye-mai l Ureadereaaorgj

The nominat ion pet ition shall include a recent 3x5 photo or fullshyresolution 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 petitions shall be submitted to the Chairman of the Nominating Committee Ron Scott c o EAA Headquarters PO Box 3086 Oshkosh WI 54903-3086 no later than February 27 2007

2007 MAJOR FLy-INS For details on EM Chapter flYins and other local aviation events visit wwweaaorgjevents

US Sport Aviation Expo Sebring Regional Airport Sebring FL January 11-14 2007 wwwSport-Aviation-Expocom

Sun n Fun Ay-In Lakeland Linder Regional Airport (LAL) Lakeshyland FL April 17-23 2007 wwwSun-N-Funorg

EAA Southwest Regional-The Texas Ay-In Hondo Municipal Airport (HDO) Hondo TX June 1-2 2007 wwwSWRFIorg

Golden West EAA Regional Ay-In Yuba County Airport (MYV) Marysville CA June 8-10 2007 wwwGoldenWestAylnorg

Rocky Mountain EAA Regional Ay-In Front Range Airport (FTG) Watkins CO June 23-24 2007 wwwRMRAorg

Arlington EAA Ay-In Arlington Municipal Airport (AWO) Arlington WA July 11-15 2007 wwwNWEAAorg

38 J ANUARY 2007

EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 23-29 2007 wwwAirVentureorg

EAA MId-Eastern Regional Ay-In Marion Municipal Airport (MNN) Marion OH August 25-26 2007 httpMERAinfo

Virginia Regional EAA Ay-In Dinwiddie County Airport (PTB) Petersburg VA October 6-7 2007 www VAEAAorg

EAA Southeast Regional Ay-In Middleton Field Airport (GZH) Evergreen AL October 12-14 2007 wwwSERAorg

Copperstate Regional EAA Ay-In Casa Grande (Arizona) Municipal Airport (CGZ) October 25-28 2007 wwwcopperstateorg

The Nominating Committee shall verify the signatures included on all nomination petitions

If insuffic ient nominations are received the Governance Committee of the Association Board of Directors shall make additional nominations of its own

The Annual Business Meeting will be held during EAA AirVentu re Oshkosh which is scheduled for July 23 through July 29 2007 The Business Meeting will be held at the Theater in the Woods at 1000 am CDT on Saturday July 28 2007 at Wittman Airport Oshkosh Wisconsin Voting instructions and procedures will be published in a forthcoming issue of SPORT AVIATION and SPORT PILOT

Alan Shackleton Secretary Experimental Aircraft Assoc Inc

T h e fo ll owing li s t of com ing events is furnished to ollr readers as a matter of inforshymation only and does not constitute approval sponsorship involvement control or direcshytion ofany event (fly-in seminars fly market etc) listed To subm it an event send the inshyformation via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903 -3086 Or e-mail the in formation to vintageai rcraft eaaarg In formation should be received four months prior to the event date

AUGUST S-Queen City MO-Applegate Airport (15MO) 20th Annual Watermelon Fly-In amp BBQ 2pm til dark Come and see grass roots aviation at its best Info 660-766-2644

August S-Chetek WI-Southworth Municipal airport (Y23) BBQ Fly-In 1030am Warbird displays antique and unique airplanes antique amp collector car displays and raffles for airplane rides Procedes will be given to local charities Info Chuck Harrison - Office 715-924-4501 Cell 715-456-8415 fixdentchibardunnet Tim Knutson - Home 715-237-2477 Cell 651-308shy2839 n3nknutcitizens-telnet

Flight Control Cables Custom Manufactured

Something to buy sell or trade

Classified Word Ads $550 per 10 words 180 words maximum with

boldface lead-in on first line

Classified Display Ads One column wide (2167 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 (ie January 10 is the closing date for the March issue) VAA

reserves the right to reject any advertising in conflict with its policies

Rates cover one insertion per issue Classified ads are not accepted via

phone Payment must accompany order Word ads may be sent via fax

(920-426-4828) or e-mail (classadseaaorg) 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 PO Box 3086 Oshkosh WI 54903-3086

Airplane T-Shirts wwwaircraftnotescom Aircraft 150 Different Airplanes Available reviews comments amp ideas

WE PROBABLY HAVE YOUR AIRPLANE BABBITT BEARING SERVICE

wwwairplanetshirtscom - rod bear ings main bearings

q 111 Each Cable is Proof Load Tested and Prestretched for Stability Quick D elivery Reasonable Prices Certification to MIL-T-611 7

amp MIL-C-5688A 1 16 to 1 4 Certified Bulk Cable and

Fittings are Available

--McFarlanemiddot McFarlane Aviation Products

McFarlane Aviation Inc 696 E 1700 Road

Baldwin City KS 66006 800-544-8594

Fax 785-594-3922 wwwmcfarlaneaviationcom salesmcfarlaneaviationcom

691 VIsf Iliill 1-800-645-7739

Flying wires available 1994 pricing Visit wwwflyingwirescom or call 800-517-9278

THERES JUST NOTHING LIKE IT ON THE WEB

wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)

Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert

AampP IA Annual 100 hr inspections Wayne Forshey 740-472-1481

Ohio - statewide

CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711

bushings master rods valves piston rings Call us Toll Free 1-800shy233-6934 e-mail ramremfg aol com Website wwwramenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202

LET BRENCO HELP YOU GET YOUR IA CERTIFICATE-Brenco has a 25 year history of training AampPs to obtain their Inspection Authorization Courses are offered every year in Battle Creek MI Columbus OH Kenosha WI and Rockford IL Call 1-800-584-1392 for additional information

TIME FOR YOUR MEDICAL Blood sugar cholesterol

triglycerides blood pressure issues E-mail or write me and Ill send you

my lab results (before amp after) and tell you how I got MY medical

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View more than 170 airplanes and 20000 historic aviation artifacts at one of the finest

aviation museums in the world Members get in FREE

wwwairventuremuseumorg Phone (920) 426-4818

Email museumeaaorg

1 RVENTURE MUSEUM

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VINTAGE AIRPLANE 39

VINTAGE AIRCRAFT

ASSOCIATION OFFICERS

President Vice-President Geoff Robison George Daubner

152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartfo rd WI 53027

260-493-4724 262-673-5885 clzie702Saoicom vaaf1yboyCmnslcOIlI

Secreta ry Treasurer Steve Nesse Charles W Harris

2009 Highland Ave 72 15 East 46t h 51 Albert Lea MN 56007 Tulsa OK 74 147

507-373-1674 9 18-622-8400 shlesdeskmeriia col1l cwhh vsucom

DIRECTORS Steve Bender

85 Brush Hill Road Sherborn MA 01770

508-653-7557 sst 100comcast ll et

David Bennett 375 Killdeer Ct

Lincoln CA 95648 916-645-8370

antiqllertlreacl1cotll

Jo hn Berendt 7645 Echo Joint Rd

Cannon Falls MN 55009 507-263-24 14

1IIjbchldrcOflnectco11l

Dave Clark 635 Vestal Lane

Plainfield IN 46168 317-839-4500

dawcpdiquestl1et

John S Copeland 1A Deacon Street

Northborough MA 0 1532 508-393-4775

copeialull jl lnocom

Phil Coulson 284) 5 Springbrook Dr

Lawton MI 49065 269-62 4-6490

rcollisoI1516cscom

Da le A Gustafson 7724 Shady Hills Dr

IndianapOlis IN 46278 3 17 -293-4430

daie(aYL-m5l1co m

Jeannie Hill PO Box 328

Harvard IL 60033-0328 815-943-7205

dinghaoowc lIet

Espie Butch Joyce 704 N Regional Rd

Greensboro NC 27409 336-668-3650

wiudsockaoi (O lll

Steve Krog 1002 Heather Ln

Hartfo rd WI 53027 262-966-7627

sskrognol(oHl

Robert D Bob Lumley 1265 South 124th St Brookfield WI 53005

262-782-2633 IlImperexecpcCOtII

Gene Morris 5936 Steve Court

Roa noke TX 76262 8 17-491-9110

gel lemorrisclwrtc rllt t

Dean Richardson 1429 Kings Lynn Rd

Stoughton W I 53589 608-877 -8485

darapra ire(o1ll

SH Wes Schmid 2359 Lefeber Avenue

Wauwatosa WI53213 414-77 1- 1545

shsclmidmiwpccom

DIRECTORS EMERITUS

Gene Chase EE Buck Hilbert 2 159 Carlton Rd 8102 Leech Rd

Oshkosh W I 54904 Union IL 60180 920-23 1-5002 815-923-4591

GRCHA charterflet bllck7acciisf1et

Ronald C Fritz 1540 1 Sparta Ave

Kent City MI 49 330 6 16-678-5012

rFritzpatilwaYlletcom

Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ THE EAA VINTAGE AIRCRAFT ASSOCIATION

EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Si tes wwwvintagea ircraftorg wwwairventure_org wwweaaorgmemberbenefits E-Mail vintageaircrafteaaorg

EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)

Newrenew memberships EAA Divisions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)

bullAddress changes bullMerchandise sales Gift memberships

Programs and Activit ies EAA AirVenture Fax-On-Demand Directory _ 732-885-6711

Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Education 888-322-3229

bull EAA Air Academy bull EAA Scholarships

Flight Advisors information 920-426-6864 Flight Instructor information 920-426-6801

Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions _920-426-6112 Technical Counselors __ 920-426-6864 Young Eagles ___ 877-806-8902

Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan 866-647-4322 Term Life and Accidental 800-241-6103 Death Insurance (Harvey Watt amp Company) EAA Platinum VISA Card 800-853-5576 ext 8884 EAA Aircraft Financing Plan 866-808-6040 EAA Enterprise Rent-A-Car Program _ 877-GAI-ERAC

Editorial 920-426-4825 Vintage FAX 920-426-6865

bull Submitting articlephoto bull Advertising information

EAA Aviation Foundation Artifact Donations 920-426-4877 Financial Support 800-236-1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Association Inc is $40 for one yea r includshying 12 issues of SPOR T AVIATION_Family membership is an additional $10 annually_ Junior Membersh ip (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 fo r Foreign Postage_)

EAA SPORT PILOT Curren t EAA members may add EAA

SPORT PILOT magazine for an additional $20 per year_

EAA Membership and EAA SPOR T PILOT magazine is available for $40 per year (SPORT AVIATION magazine not inshycluded) (Add $16 for Foreign Postage_)

VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the

Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year_

EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)

lAC Cu rrent EAA members may join the

International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magaZine for an additional $45 per year

EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPOR T AVIATION magaZine not included) (Add $18 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA

Warbirds of America Division and receive WARBIRDS magazine for an additional $45 per year

EAA Membership WARBIRDS maga shyzine and one year membership in th e Warbirds Division is available for $55 per year (SPORT AVIATION magazine not inshycluded)_ (Add $7 for Foreign Postage)

FOREIGN MEMBERSHIPS Please submit your remittance with a

check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership

Membership dues to EM and its divisions are not tax deductible as charitable contributions

Copyrighl copy2006 by lhe EM Vinlage Aircrah Association All righls reserved VINTAGE AIRPlANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircrah Association 01 the Experimental Aircrah Association and is published monlhly at EM Aviashy

tion Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is $36 per year lor EM members and $46 for non-EM members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vinlage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Relurn undeliverable Canadian addresses to Wodd Dislribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcrelumsWdsmailcom FORshyEIGN AND APO ADDRESSES - Please allow at least two monlhs lor delivery of VINTAGE AIRPLANE to loreign and APO addresses via surlace mail ADVERTISING - Vinlage Aircrah Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

EDITORIAL POUCY Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the conlribular No remuneration is made Material should be sent 10 Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800

EAAreg and EAA SPORT AVIAnONreg the EAA Logoreg and Aeronauticatradeare registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the pennission of the Experimental Aircraft Association Inc is strictly prohibited

40 JANUARY 2007